Data communication system and method

ABSTRACT

A communication system for a vehicle consist may include a control module that interfaces with router transceiver units coupled to a cable bus, and can communicate network data between vehicles having a transceiver unit over a cable bus.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of co-pending U.S. patentapplication Ser. No. 13/189,944 (the “'944 application”), co-pendingU.S. patent application Ser. No. 13/523,967 (the “'967 application”),co-pending U.S. patent application Ser. No. 12/948,053 (the “'053application”), co-pending U.S. patent application Ser. No. 13/168,482(the “'482 application”), co-pending U.S. patent application Ser. No.13/186,651 (the “'651 application”), co-pending U.S. patent applicationSer. No. 13/082,738 (the “'738 application”), and co-pending U.S. patentapplication Ser. No. 13/082,864 (the “'864 application”).

The '944 application is entitled “System And Method For CommunicatingData In A Locomotive Consist Or Other Vehicle Consist” and was filed onJul. 25, 2011. The '944 application is a continuation-in-part U.S.patent application Ser. No. 12/683,874, which is entitled “System AndMethod For Communicating Data In Locomotive Consist Or Other VehicleConsist” and was filed on Jan. 7, 2010 (the “'874 application”), nowU.S. Pat. No. 8,532,850, which claims priority to U.S. ProvisionalApplication Ser. No. 61/160,930, which was filed on Mar. 17, 2009 (the“'930 application”). The '944 application also claims priority to U.S.Provisional Application Ser. No. 61/382,765, filed on Sep. 14, 2010 (the“'765 application”).

The '967 application is entitled “System And Method For CommunicatingData In A Passenger Vehicle Or Other Vehicle Consist” and was filed onJun. 15, 2012. The '967 application claims priority to U.S. ProvisionalPatent Application Ser. No. 61/498,152, which was filed Jun. 17, 2011(the “'152 application”). The '967 application is also acontinuation-in-part of the '874 application, which claims priority tothe '930 application.

The '053 application is entitled “Methods And Systems For DataCommunications” and was filed Nov. 17, 2010.

The '482 application is entitled “System And Method For CommunicatingWith A Wayside Device” and was filed Jun. 24, 2011.

The '651 application is entitled “Communication System And Method For ARail Vehicle” and was filed on Jul. 20, 2011.

The '738 application is entitled “Communication System And Method For ARail Vehicle Consist” and was filed on Apr. 8, 2011. The '738application claims priority to U.S. Provisional Application No.61/346,448, filed on May 19, 2010, and to U.S. Provisional ApplicationNo. 61/361,702, filed on Jul. 6, 2010. The '738 application also is acontinuation-in-part of U.S. application Ser. No. 12/891,938, filed onSep. 28, 2010, now U.S. Pat. No. 8,457,815, and of co-pending U.S.application Ser. No. 12/891,936, filed on Sep. 28, 2010, and of U.S.application Ser. No. 12/891,925, filed on Sep. 28, 2010, now U.S. Pat.No. 8,423,208.

The '864 Application is entitled “Communication System And Method For ARail Vehicle Consist” and was filed on Apr. 8, 2011. The '864Application claims priority to U.S. Provisional Application No.61/346,448 filed on May 19, 2010 and to U.S. Provisional Application No.61/361,702, filed on Jul. 6, 2010. The '864 Application also is acontinuation-in-part of U.S. application Ser. No. 12/891,938, filed onSep. 28, 2010, now U.S. Pat. No. 8,457,815, and of co-pending U.S.application Ser. No. 12/891,936, filed on Sep. 28, 2010, and of U.S.application Ser. No. 12/891,925, filed on Sep. 28, 2010, now U.S. Pat.No. 8,423,208. The '864 Application is now U.S. Pat. No. 8,655,517.

The entire disclosures of the above applications (e.g., the '944application, the '967 application, the '053 application, the '482application, the '874 application, the '930 application, the '765application, the '152 application, the '651 application, the '738application, the '864 application, etc.) are incorporated by referenceherein in their entireties.

TECHNICAL FIELD

Embodiments of the invention relate to data communications. Otherembodiments relate to data communications in a locomotive consist orother vehicle consists.

DISCUSSION OF ART

A vehicle consist is a group of two or more vehicles that aremechanically coupled or otherwise linked via communication to traveltogether along a route. Trains may have one or more vehicle consists.Vehicles in consist include a lead vehicle and one or more trailvehicles. Examples of vehicles that may be used in consist includelocomotives, passenger vehicles, marine vessels, or mining equipment.The vehicles of a passenger train, for example, may be fitted withelectrical power for lighting, and optional electric or pneumatic doorsystems, passenger information systems (public address or signage),alarm systems, and other specialized functions. A train may have atleast one lead consist, and may also have one or more remote consistspositioned further back in the train.

In a locomotive consist, each locomotive may include a connection ateach end of each locomotive to couple the power and brake systems of onelocomotive to one or more adjacent locomotives such that they functiontogether as a single unit. Each locomotive may be connected tosubsequent locomotives via a cable. Likewise, passenger vehicles in apassenger vehicle consist may be connected via a cable. The cable thatconnects these consists may be referred to in the industry as a multipleunit cable or “MU” cable. The MU cable may be a port and jumper cablethat may include about twenty seven pins on each end. The MU cable mayinclude an electrical power transmission line, such that electricalpower may be distributed from a locomotive, control cab, or otherpassenger vehicle in consist to the other vehicles in consist. The MUcable may provide electrical power to run electronics or other systemson-board the vehicles, such as the lighting, automatic door systems,passenger information systems, alarm systems, and/or the like.

Two or more of the vehicles in consist may each include an on-boardcontroller or other electronics. In some cases, it may be desirable tolink the on-board electronics together as a computer network, such thatelectronics of the lead vehicle (e.g., locomotive, control cab, orpassenger vehicle) in consist can communicate with electronics of theother vehicles in consist.

Heretofore, communications in a locomotive consist have been realizedusing various methods. A first method involves wireless communicationsbetween the vehicles in consist using radio equipment. Wirelesscommunications, however, are costly to implement, and are particularlyprone to cross talk between connected vehicles and vehicles notphysically connected on adjacent tracks. A second method involvesrunning dedicated network cables between the linked vehicles in consist.However, in most cases this requires retrofitting existing vehicles withadditional cables, which is oftentimes cost prohibitive. Installation ofadditional connectors and wiring is expensive, increases downtime, andlowers reliability of consists in the train. Additionally, since thecabling is exposed in the separation space between adjacent linkedvehicles, the cabling may be prone to failure if the vehicle consist isoperated in harsh environmental conditions, e.g., bad weather. There isalso additional labor required to connect vehicles with dedicatednetwork cables, and this will require additional training. Finally,installing additional functions or upgrading functions such as positivetrain control (PTC) or passenger information systems require additionalconnectivity which may necessitate that even more cabling may be runbetween the vehicles in consist, especially for older trains that arenot equipped with high level function connectivity.

A consist of vehicles under multiple-unit (MU) control may be controlledfrom a single location, such as to coordinate the vehicles to providepower to propel consist. The vehicles may be spread throughout consistto provide increased efficiency and greater operational flexibility. Inone example configuration, control data generated at a lead controlvehicle is sent through a dedicated, narrow-band radio link to theother, remote vehicles, to control operation of the consist from asingle location.

Under some conditions, radio transmissions between the lead vehicle andthe remote vehicles may be lost or degraded. For example, on someterrain, long consist configurations lose direct line-of-site betweenremote vehicles, and radio transmission signals do not properly reflectoff of the surrounding terrain to reach the remote vehicles, resultingin a loss of data communication. Such periods of lost data communicationmay reduce performance capability, increase fuel consumption, and reducereliability of consist operation.

Certain vehicle routes (e.g., railroad tracks) may be outfitted withwayside signal devices. Such devices may be controllable to provideinformation to vehicles and vehicle operators traveling along the route.For example, a traffic control signal device might be controllable toswitch between an illuminated green light, an illuminated yellow light,and an illuminated red light, which might be understood in the trafficsystem to mean “ok to proceed,” “prepare to stop,” and “stop,”respectively, for example.

In a first category of wayside signal device, each device is amechanical, non-electrical signal device, which does not electricallycommunicate with other devices. For example, it may be the case that themechanical signal device is mechanically interfaced with a proximaterail switching device, so that if the switching device is in a firstposition, the signal device is automatically mechanically controlled tobe in a first state (such as a signal arm being moved to a raisedposition), and if the switching device is in a second, differentposition, the signal device is automatically mechanically controlled tobe in a second, different state (such as the signal arm being moved to alowered position).

In another category of wayside signal device, each device is providedwith electrical power, but is otherwise “self-contained” and does notcommunicate with a centralized traffic control center or other remotelocation. For example, it may be the case that the wayside signal deviceis responsive to the current position of a local rail switching device,so that if the switching device is in a first position, a first signallight portion of the wayside signal device is automatically illuminated,and if the switching device is in a second, different position, a secondlight portion of the wayside signal device is illuminated.

In another category of wayside signal device, each device is providedwith electrical power, and is able to communicate with a centralizedtraffic control center or other remote location, for control and otherpurposes. For example, it may be the case that an entity at the remotelocation is able to transmit control signals to the wayside signaldevice for switching between different signal aspects, and/or thewayside signal device may provide information to the remote locationabout its current or present signal aspect (meaning the signal aspectpresented by the wayside signal device at the time the information isgenerated and communicated). A copper cable may be provided to transmitsuch control signals and information, but this is expensive due to thelong distances involved and the work required for installation andmaintenance.

As modern traffic systems increase in complexity, it may be desirable toincrease the degree and extent to which it is possible to communicatewith wayside signal devices. However, for mechanical signal devices and“self-contained”/local electrical wayside signal devices, it is notpossible to communicate with the device at all, and for other signaldevices, existing communication pathways (e.g., copper cables) may beinsufficient.

It may be desirable to have a communication system and method thatdiffers from other known systems and methods.

BRIEF DESCRIPTION

In one embodiment, a communication system is provided for communicatingdata. The system includes a first router transceiver unit positioned ina first vehicle, a second router transceiver unit positioned in a secondvehicle, and a third router transceiver unit positioned in a thirdvehicle. Each of the first, second, and third router transceiver unitsis coupled to a cable bus. Each of the first, second, and third routertransceiver units has an IP address and the units are configured totransmit and/or receive network data over the cable bus. The firstrouter transceiver unit is configured to transmit network data to an IPaddress of another of one or both of the second and third routertransceiver units.

In one embodiment, a router transceiver unit is provided. The routertransceiver unit includes a main bus for communicatively coupling two ormore vehicles to transfer non-network control information, a networkinterface portion, and a digital subscriber line (DSL) module. Thenetwork interface portion is communicatively coupled to the main bus andincludes a transceiver circuit and a network port portion electricallyconnected to the transceiver circuit. The network port portion includesa transformer and a receptacle or other electrical connection forreceiving network data over a network cable. The DSL module includes aDSL controller and a DSL analog front end unit, and the DSL controlleris configured to convert and/or process the network data for modulationand de-modulation into modulated network data. The DSL analog front endunit is electrically connected to the DSL controller and is configuredto transceive the modulated network data over the main bus.

In one embodiment, a method is provided for transmitting network datafrom a first vehicle to a second vehicle that is communicatively coupledto the first vehicle to transmit non-network, control information via acable bus. The method includes modulating network data into a formsuitable for transmission over the cable bus; transmitting the modulatednetwork data from a first electronic component in the first vehicle to asecond electronic component in the second vehicle over the cable bus,and the network data is network data that is IP-formatted, and thenetwork data comprises data packets with a network address associatedwith the second electronic component; and receiving the network datafrom the first electronic component in the first vehicle at the secondelectronic component in the second vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a communication system forcommunicating data in a vehicle consist, according to an embodiment ofthe invention;

FIG. 2 is a schematic diagram of an MU cable bus in a vehicle, shown inthe context of the communication system of FIG. 1;

FIGS. 3 and 7 are schematic diagram of MU cable jumpers;

FIG. 4 is a schematic diagram of a router transceiver unit according toan embodiment of the invention;

FIG. 5 is a schematic diagram illustrating the functionality of a signalmodulator module portion of a router transceiver unit, according to anembodiment of the invention;

FIG. 6 is a circuit diagram of another embodiment of a routertransceiver unit;

FIG. 8 is a schematic diagram of an embodiment of the communicationsystem implemented in conjunction with an ECP train line;

FIGS. 9-12 are schematic diagrams of various embodiments of thecommunication system using a cable run to bypass part of the MU cablebus in a vehicle;

FIGS. 13-16 are schematic diagrams of various embodiments of thecommunication system, having a redundant router transceiver pair,according to an embodiment of the invention;

FIGS. 17-19 are schematic diagrams of different sets of routertransceiver units disposed on-board a vehicle in accordance with variousembodiment;

FIG. 20 is a flowchart of a method for communicating data in a vehicleconsist in accordance with one embodiment;

FIG. 21 is a schematic diagram of an example embodiment of a railvehicle system of the present disclosure;

FIG. 22 is a flow diagram of an example embodiment of a method forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a multiple-unit rail vehicle system;

FIG. 23 is a flow diagram of an example embodiment of a method forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a multiple-unit rail vehicle system in responseto a loss of data communications;

FIG. 24 is a flow diagram of an example embodiment of a method fortransferring control to a rail vehicle of a multiple-unit rail vehiclesystem through a wayside wireless network;

FIG. 25 is a flow diagram of an example embodiment of a method fordistributing operating tasks to different remote resources of amultiple-unit rail vehicle system through a wayside wireless networkresponsive to resource degradation;

FIG. 26 is a flow diagram of an example embodiment of a method fordistributing operating tasks to different remote resources of amultiple-unit rail vehicle system through a wayside wireless networkresponsive to a change in operating load;

FIG. 27 illustrates a schematic diagram of one embodiment of acommunication system;

FIG. 28 is a flowchart of a method for communicating network data;

FIG. 29 is a schematic diagram of one embodiment of a node that iscoupled with a plurality of the router transceiver units and the waysidedevices by a power supply conductor shown in FIG. 27;

FIG. 30 is a schematic diagram of another embodiment of a node that iscoupled with a plurality of the router transceiver units and the waysidedevices by a power supply conductor shown in FIG. 27;

FIG. 31 is a schematic diagram of another embodiment of a node that iscoupled with a plurality of the router transceiver units and the waysidedevices by plural power supply conductors shown in FIG. 27;

FIG. 32 is a schematic diagram of another embodiment of a routertransceiver unit;

FIG. 33 is a schematic diagram of another embodiment of a routertransceiver unit; and

FIG. 34 is a schematic diagram of another embodiment of a routertransceiver unit.

DETAILED DESCRIPTION

Embodiments of the invention relate to data communications. Otherembodiments relate to data communications in a locomotive consist orother vehicle consists.

As used herein, “consist” refers to a group of vehicles, such as railvehicles, that are mechanically coupled or linked together to travel ona track that extends along the route of consist. Likewise, “vehicleconsist” refers to a group of vehicles that are mechanically coupled orlinked together to travel. “Passenger vehicle” or “passenger train”means rolling stock used in public and private transit railwayoperations including but not limited to passenger cars, power cars,control cars, dining, sleeping, baggage cars, or mail cars in coupled orindividual operation, or combinations thereof. These vehicles may beused in operations described as freight rail, passenger rail, high speedrail, commuter rail, rail transit, metro, light rail, trams, tramways,or train-tram. “Router transceiver pair” means two router transceiverunits, each in a different vehicle; the two units may be logicallyconnected, e.g., in the same network group (described below), or not.

“Network data” refers to data that is packaged in packet form, meaning adata packet that comprises a set of associated data bits. “Networkdata,” as used herein, may include high-bandwidth data and refers todata that is packaged in packet form as data packets. Each data packetcan include the network address of a recipient of the data packet.“High-bandwidth data” refers to data that is transmitted at averagerates of 10 Mbit/sec or greater. High-bandwidth data may include dataother than network data, such as non-network data/control information.“Non-network” control information refers to data or other information,used in the vehicle consist for control purposes, which is not packetdata. In contrast, “low bandwidth” data is data transmitted at averagerages of less than 10 Mbit/sec, and “very low bandwidth” data (a type oflow bandwidth data) is data transmitted at average rates of 1200bits/sec or less.

As used herein, the term “module” may include a hardware and/or softwaresystem that operates to perform one or more functions. For example, amodule may include a computer processor, controller, or otherlogic-based device that performs operations based on instructions storedon a tangible and non-transitory computer readable storage medium, suchas a computer memory. Alternatively, a module may include a hard-wireddevice that performs operations based on hard-wired logic of the device.The modules shown in the attached figures may represent the hardwarethat operates based on software or hardwired instructions, the softwarethat directs hardware to perform the operations, or a combinationthereof.

As used herein, “electrical power” is to be distinguished fromelectrical signals, e.g., data, transmitted over the electrical powertransmission line. For example, “electrical power” is non-dataelectricity, meaning electricity that is not used to convey information.In addition, electrical power may be in the range of multiple amperesand/or multiple thousands of watts. The term “MU cable bus” refers tothe entire MU cable bus or any portion(s) thereof, e.g., terminalboards, ports, jumper cable, conduit portions, and the like. The term“cable bus” includes MU cable busses, and other informationcommunication paths. “Wayside device” refers to a mechanically orelectrically controllable device that is positioned along a rail vehicleroute or other vehicle route. “Operably coupled” or “operativelycoupled” can include connecting two or more components with one or moremechanical, wired, and/or wireless connections.

With reference to FIG. 1, embodiments of the invention relate to acommunication system 10 and method for communicating data in a vehicleconsist 12. In one embodiment, the vehicle consist is a rail vehicleconsist that may include a group of locomotives that are mechanicallycoupled or linked together to travel along a railway 14. In anotherembodiment, the vehicle consist is a rail vehicle consist that mayinclude a group of passenger vehicles that are mechanically coupled orlinked together to travel along the railway.

In the system, network data 16 is transmitted from one vehicle 18 a inconsist (e.g., a lead vehicle 18 a, such as a lead locomotive, firstpassenger vehicle, or control cab) to another vehicle 18 b in consist(e.g., a trail vehicle 18 b, such as a trail locomotive or a trailpassenger vehicle for accommodating passengers). Each vehicle 18 a-18 cis adjacent to and mechanically coupled with another vehicle in consistsuch that all vehicles in consist are connected. Each data packet 20 mayinclude a data field 22 and a network address or other address 24uniquely associated with a computer unit or other electronic componentin consist.

The network data is transmitted over a multiple unit (MU) cable bus 26.The MU cable bus is an existing electrical bus interconnecting the leadvehicle 18 a and the trail vehicles 18 b, 18 c in consist 12. The MUcable bus may include an electrical power transmission line. The MUcable bus is used in the vehicle consist for transferring non-networkcontrol information 28 between vehicles in consist. In another aspect,non-network control information is not packet data, and does not includerecipient network addresses. The MU cable bus may provide electricalpower between vehicles in consist, such as to run electronics or othersystems, such as lighting systems.

In another embodiment, as discussed in more detail below, the networkdata is converted into modulated network data 30 for transmission overthe MU cable bus. The modulated network data 30 may be orthogonal to thenon-network control information 28 transferred between vehicles over theMU cable bus 26, to avoid interference. At recipient/subsequentvehicles, the modulated network data 30 is received over the MU cablebus and de-modulated for use by a vehicle electronic component/unit 32a, 32 b, and/or 32 c. For these functions, the communication system 10may comprise respective router transceiver units 34 a, 34 b, 34 cpositioned in the lead vehicle 18 a and each of the trail vehicles 18 b,18 c in the vehicle consist.

By using an existing inter-vehicle cable bus for transmitting networkdata, such as high-bandwidth network data, between vehicles in consist,the system and method of the present inventive subject matter avoidsinterference and other problems associated with wireless transmissions,and obviates the need to specially outfit the vehicles with dedicatednetwork cables. In addition, the system and method of the presentinventive subject matter obviate the need to run additional cablingbetween the vehicles to provide for the installation of additionalfunctions or upgrading functions that require additional connectivity,especially on trains that are not already equipped with some form ofhigh level function connectivity.

In an embodiment, the transmission of data over the existing MU cablebus interconnecting the vehicles 18 a-18 c of consist allows for theavailability of additional functions or for upgrading functions such aspositive train control (PTC), automatic door systems, andpassenger/public information systems on the vehicle consist. Examples ofhigher level functions or features are described hereinafter. Forexample, one of the electronic components 32 a-32 c may be configured tomeasure a length of the vehicle consist by measuring at least one eventbetween a front vehicle and a rear vehicle in consist. In anotherembodiment, one or more of the electronic components 32 a-32 c mayassess consist integrity through continuous or polling communicationswith a rearward-disposed vehicle in consist, determine a position of oneor more vehicles in consist by synchronizing one or more measured eventsbetween selected vehicles in consist, and/or determine a distancebetween selected vehicles, such as a first and second vehicle. Inaddition, the system may poll individual vehicles that may be equippedwith an electronic component 32 a-32 c through the transmission ofsignals/data over the cable bus.

In another embodiment, one or more of the electronic components maytransmit video data over the MU cable bus (as a video data stream) andto display or process the video data for clearing doors at anunload/load platform such that passengers may unload from and/or loadonto the vehicles while being safely monitored. In another embodiment,one or more of the electronic components may be configured or controlledto access one or more of redundant communications, public informationsystems and train control equipment over the cable bus. The controllingof public information systems may include controlling PA systems, e.g.,linking speakers such that information or commands may be automaticallybroadcast to all or select locomotives at desired times. In addition,the controlling of public information systems may include thecontrolling of alarms at one or more of the vehicles from another of thevehicles, such as a lead locomotive or control cab.

Through the linking of the vehicles through the cable bus, and thetransmission of data thereover, access to redundant communications maybe provided. In an embodiment, an electronic component, e.g., electroniccomponent 32 a, can determine that another electronic component, such asa PA system on another vehicle, is in a failure state. A failure stateis where the electronic component is unable to perform its function.Accordingly, the system, through data transmission over the cable bus,may determine when another electronic component is in a failure state,and can then transmit data in the form of commands, e.g., from a datatransmitter module, to another electronic component on a differentvehicle that is capable of performing the same function, such thatfunctionality of the failed component is not lost throughout the entireconsist. This same redundant communications functionality may also beused for train control equipment. In an embodiment, the system may beable to link, in a communications sense, a front control cab and a rearcontrol cab. Accordingly, as a result of the transmission of data overthe existing cable bus, in an embodiment, the system may provide forenhanced feature availability when driving from a rear control cab,without having to retrofit consist with other cabling, wires or thelike.

In an embodiment, the transmission of data across the cable bus permitsthe implementation of higher function systems and control features withminimum effort and expense, e.g., without having to install additionalwires, cables, connectors, and the like. Moreover, this higher-levelfunctionality may even be added to older cars that do not havehigher-level function connectivity by utilizing only thevehicle-to-vehicle power connections, i.e., the existing cable bus.

A schematic diagram illustrating the path of the cable bus is shown inFIG. 2. Other configurations are possible, depending on the type ofvehicle involved. As noted above, the cable bus may be an existingelectrical bus interconnecting the lead vehicle 18 a and the trailvehicles in consist. The cable bus may include an electrical powertransmission line. In each vehicle, e.g., the lead vehicle 18 a as shownin FIG. 2, the cable bus may include or be coupled to a front MU port36, a rear MU port 38, and an internal MU electrical system 40 thatconnects the front port 36 and the rear port 38 to one or moreelectronic components 32 a of the vehicle 18 a. In the illustratedexample, the internal MU electrical system 40 comprises a front terminalboard 42 electrically connected to the front MU port 36, a rear terminalboard 44 electrically connected to the rear MU port 38, a centralterminal board 46, and first and second electrical conduit portions 48,50 electrically connecting the central terminal board 46 to the frontterminal board 42 and the rear terminal board 44, respectively. The oneor more electronic components 32 a of the lead vehicle 18 a may beelectrically connected to the central terminal board 46, and thereby tothe MU cable bus 26 generally. Although the front MU port 36 and rear MUport 38 may be located generally at the front and rear of the vehicle 18a, this is not always the case, and designations such as “front,”“rear,” “central,” etc. are not meant to be limiting but are insteadprovided for identification purposes.

As shown in FIGS. 2 and 3, the MU cable bus 26 further comprises an MUcable jumper 52. The jumper may include first and second plug ends 54,56 and a flexible cable portion 58 electrically and mechanicallyconnecting the plug ends together. The plug ends 54, 56 fit into the MUports 36, 38. The MU cable jumper may be electrically symmetrical,meaning either plug end can be attached to either port. The MU cablejumper may be used to electrically interconnect the internal MUelectrical systems 40 of adjacent vehicles 18 a, 18 b. As such, for eachadjacent pair of vehicles 18 a, 18 b, one plug end of an MU cable jumperis attached to the rear MU port 28 of the front vehicle 18 a, and theother plug end 56 of the MU cable jumper is attached to the front MUport 36 of the rear vehicle 18 b. The flexible cable portion 58 of theMU cable jumper extends between the two plug ends, providing a flexiblebut secure electrical connection between the two vehicles.

Depending on the particular type and configuration of vehicle, theelectrical conduit portions 48, 50 and MU cable jumpers may beconfigured in different manners, in terms of the number “n” (“n” is areal whole number equal to or greater than 1) and type of discreetelectrical pathways included in the conduit or jumper. In one example,each conduit portion 48, 50 and the jumper cable portion 58 may includea plurality of discreet electrical wires, such as 12-14 gauge copperwires. In another example, the cable portion (of the MU cable jumper)may include a plurality of discreet electrical wires, while the conduitportions 48, 50 each include one or more discreet electrical wiresand/or non-wire electrical pathways, such as conductive structuralcomponents of the vehicle, pathways through or including electrical orelectronic components, circuit board traces, or the like. Althoughcertain elements in FIG. 2 are shown as including “n” discreetelectrical pathways, it should be appreciated that the number ofdiscreet pathways in each element may be different, i.e., “n” may be thesame or different for each element.

As noted, the plug ends of the MU cable jumper fit into the MU ports 36,38. For this purpose, the plug ends and MU ports are complementary inshape to one another, both for mechanical and electrical attachment. Theplug end may include a plurality of electrical pins, each of which fitsinto a corresponding electrical socket in an MU port. The number of pinsand sockets may depend on the number of discreet electrical pathwaysextant in the internal electrical conduits, MU cable jumpers, etc. Inone example, each plug end is a twenty seven-pin plug.

The central terminal board 46, front terminal board 42, and rearterminal board 44 each comprise an insulating base (attached to thevehicle) on which terminals for wires or cables have been mounted. Thisprovides flexibility in terms of connecting different electroniccomponents to the MU cable bus. In one embodiment the electroniccomponent may include a digital subscriber line access multiplexer(DSLAM) unit.

The cable bus may transfer non-network control information 28 betweenvehicles 18 a, 18 b, 18 c in consist. In this instance, non-networkcontrol information may include to data or other information, used inthe vehicle consist for control purposes, which is not packet data. Inanother example, non-network control information is not packet data, anddoes not include recipient network addresses. The non-network controlinformation may be transmitted over the cable bus according to adesignated voltage carrier signal (e.g., a 74 volt on/off signal,wherein 0V represents a digital “0” value and +74 volts a digital “1”value, or an analog signal of 0V-74V, wherein the 0-74V voltage levelmay represent a specific level or percentage of functionality). Thenon-network control information is transmitted and received over thecable bus using one or more electronic components 32 a-32 c in eachvehicle that are configured for this purpose.

If two vehicles are connected via an MU cable jumper, both the MU cablejumper and the internal MU electrical systems of the two vehiclestogether form the MU cable bus. As subsequent vehicles are attachedusing additional MU cable jumpers, those cable jumpers and the internalMU electrical systems of the subsequent vehicles also become part of theMU cable bus.

As indicated in FIG. 1, in one embodiment, the vehicle consist 12 may bepart of a train 60 that may include the vehicle consist 12, a pluralityof other railcars 62 not in consist 12, and possibly additional vehiclesor vehicle consists (not shown). Alternatively, the vehicle consist 12may be a series of vehicles 18 other than rail vehicles. Each vehicle 18a-18 c in consist 12 is mechanically coupled to at least one other,adjacent vehicle in consist 12, through a coupler 64. The other railcars62 are similarly mechanically coupled together and to the vehicleconsist to form a series of linked vehicles. The non-network controlinformation may be used for vehicle control purposes or for othercontrol purposes in the train 60.

As discussed above, the communication system 10 may comprise respectiverouter transceiver units 34 a, 34 b, 34 c positioned in the lead vehicle18 a and each of the trail vehicles 18 b, 18 c in the vehicle consist12. The router transceiver units 34 a, 34 b, 34 c are each electricallycoupled to the MU cable bus 26. The router transceiver units 34 a, 34 b,34 c are configured to transmit and/or receive network data 16, whichmay include high-bandwidth network data 16, over the MU cable bus 26. Inone embodiment, each router transceiver unit receives network data 16from a computer unit or other electronic component 32 a, 32 b, 32 c inthe vehicle consist 12, and modulates the received network data 16 intomodulated network data 30 for transmission over the MU cable bus 26.Similarly, each router transceiver unit 34 a, 34 b, 34 c receivesmodulated network data 30 over the MU cable bus 26 and de-modulates thereceived modulated network data 30 into network data 16. “Modulated”means converted from one form to a second, different form suitable fortransmission over the MU cable bus 26. “De-modulated” means convertedfrom the second form back into the first form. The modulated networkdata 30 is orthogonal to the non-network control information 28transferred between vehicles over the MU cable bus 26. Orthogonal meansthat the modulated network data does not interfere with the non-networkcontrol information, and that the non-network control information doesnot interfere with the modulated network data (at least not to theextent that would corrupt the data). At recipient/subsequent vehicles,the modulated network data is received over the MU cable bus andde-modulated back into the network data for use by a vehicle electroniccomponent.

The network data is data that is packaged in packet form, meaning a datapacket that comprises a set of associated data bits 20. Each data packet20 may include a data field 22 and a network address or other address 24uniquely associated with a computer unit or other electronic component32 a-32 c in consist 12. The network data 16 may be TCP/IP-formatted orSIP-formatted data, however, the electronic components and/or routertransceiver units may use other communications protocols forcommunicating network data. As should be appreciated, the MU cable bus26, electronic components 32 a-32 c, and router transceiver units 34a-34 c together form a (high-bandwidth) local area network. In oneembodiment, these components are configured to form an Ethernet network.

FIG. 4 is a schematic diagram of one embodiment of a router transceiverunit 34 a. The router transceiver unit 34 a comprises a network adaptermodule 66 and a signal modulator module 68.

The signal modulator module 68 is electrically connected to the networkadapter module 66 and to the MU cable bus/electrical power transmissionline/power supply conductor 1012. In the example shown in FIG. 4, thesignal modulator module 68 is electrically connected to the MU cable bus26 by way of the central terminal board 46, near a vehicle electroniccomponent 32 a. The network adapter module 66 is electrically connectedto a network interface unit 70 that is part of and/or operably (e.g.,communicatively) connected to the electronic component 32 a. Theelectronic component 32 a may be, for example, a computer unit forcontrolling a vehicle, or more specifically a system deployed on apassenger vehicle or a system itself, such as automatic doors, apassenger information system, lighting, and/or the like. The networkadapter module 66 and network interface unit 70 are electricallyinterconnected by a network cable 72. For example, if the networkadapter module 66 and network interface unit 70 are configured as anEthernet local area network, the network cable 72 may be a CAT-5E cable.The network interface unit 70 is functionally connected to one or moresoftware or hardware applications 74 in the electronic component 32 athat are configured for network communications. In one embodiment, thenetwork interface unit 70, the network cable 72, and the software orhardware applications 74 include standard Ethernet-ready (or othernetwork) components. For example, if the electronic component 32 a is acomputer unit, the network interface unit 70 may be an Ethernet adapterconnected to computer unit for carrying out network communications.

The network adapter module 66 is configured to receive network data 16from the network interface unit 70 over the network cable 72. Thenetwork adapter module 66 conveys the network data 16 to the signalmodulator module 68, which modulates the network data 16 into modulatednetwork data 30 and transmits the modulated network data 30 over the MUcable bus 26. The signal modulator module 68 also receives modulatednetwork data 30 from over the MU cable bus 26 and de-modulates themodulated network data 30 into network data 16, which the signalmodulator module 68 then conveys to the network adapter module 66 fortransmission to the network interface unit 70. One or both of thenetwork adapter module 66 and the signal modulator module 68 may performvarious processing steps on the network data 16 and/or the modulatednetwork data 30 for transmission and reception both over the MU cablebus 26 and/or over the network cable 72 (to the network interface unit70). Additionally, one or both of the network adapter module 66 and thesignal modulator module 68 may perform network data routing functions.

The signal modulator module 68 may include an electrical output (e.g.,port, wires) for electrical connection to the MU cable bus 26, andinternal circuitry (e.g., electrical and isolation components,microcontroller, software/firmware) for receiving network data 16 fromthe network adapter module 66, modulating the network data 16 intomodulated network data 30, transmitting the modulated network data 30over the MU cable bus 26, receiving modulated network data 30 over theMU cable bus 26, de-modulating the modulated network data 30 intonetwork data 16, and communicating the network data 16 to the networkadapter module 66. The internal circuitry may be configured to modulateand de-modulate data using schemes such as those utilized in VDSL orVHDSL (very high bitrate digital subscriber line) applications, or inpower line digital subscriber line (PDSL) applications.

One example of a suitable modulation scheme is orthogonalfrequency-division multiplexing (OFDM). OFDM is a frequency-divisionmultiplexing scheme wherein a large number of closely-spaced orthogonalsub-carriers are used to carry data. The data is divided into severalparallel data streams or channels, one for each sub-carrier. Eachsub-carrier is modulated with a conventional modulation scheme (such asquadrature amplitude modulation or phase shift keying) at a low symbolrate, maintaining total data rates similar to conventionalsingle-carrier modulation schemes in the same bandwidth. The modulationor communication scheme may involve applying a carrier wave (at aparticular frequency orthogonal to frequencies used for non-network datain the MU cable bus) and modulating the carrier wave using digitalsignals corresponding to the network data.

FIG. 5 is a schematic diagram of one example of how the signal modulatormodule 68 could function, cast in terms of the OSI network model,according to one embodiment of the present inventive subject matter. Inthis example, the signal modulator module 68 may include a physicallayer 76 and a data link layer 78. The data link layer 78 is dividedinto three sub-layers. The first sub-layer is an application protocolconvergence (APC) layer 80. The APC layer 80 accepts network data 16(e.g., Ethernet or other network frames) from an upper application layer(e.g., the network adapter module 66) and encapsulates the network data16 into MAC (medium access control) service data units, which aretransferred to a logical link control (LLC) layer 82. The LLC layer 82is responsible for potential encryption, aggregation, segmentation,automatic repeat-request, and similar functions. The third sub-layer ofthe data link layer 78 is a MAC layer 84, which schedules channelaccess. The physical layer 76 is divided into three sub-layers. Thefirst sub-layer is a physical coding sub-layer (PCS) 86, which isresponsible for generating PHY (physical layer) headers. The secondsub-layer is a physical medium attachment (PMA) layer 88, which isresponsible for scrambling and FEC (forward error correction)coding/decoding. The third sub-layer is a physical medium dependent(PMD) layer 90, which is responsible for bit-loading and OFDMmodulation. The PMD layer 90 is configured for interfacing with the MUcable bus 26, according to the particular configuration (electrical orotherwise) of the MU cable bus 26. The other sub-layers are mediumindependent, i.e., do not depend on the configuration of the MU cablebus 26.

FIG. 6 is a circuit diagram of another embodiment of a routertransceiver unit 34 a. In this embodiment, the router transceiver unit34 a comprises a control unit 92, a switch 94, a main bus 96, a networkinterface portion 98, and a very high bitrate digital subscriber line(VDSL) module 100. The control unit 92 comprises a controller 102 and acontrol unit bus 104. The controller 102 is electrically connected tothe control unit bus 104 for communicating data over the bus 104. Thecontroller 102 may be a microcontroller or other processor-based unit,including support circuitry for the microcontroller. The switch 94 is anetwork switching/router module configured to process and route packetdata and other data. The switch 94 interfaces the control unit 92 withthe main bus 96. The switch 94 may be, for example, a layer 2/3multi-port switch. The network interface portion 98 is electricallyconnected to the main bus 96, and comprises an octal PHY (physicallayer) portion 106 and a network port portion 108. The network portportion 108 is electrically connected to the octal PHY portion 106. Theoctal PHY portion 106 may comprise a 10/100/1000 Base T 8-port Ethernet(or other network) transceiver circuit. The network port portion 108 maycomprise an Ethernet (or other network) transformer and associatedCAT-5E receptacle (or other cable type receptacle or other electricalconnection) for receiving a network cable 72, such as the network cable72 (shown in FIG. 4).

The VDSL module 100 is also connected to the main bus 96 by way of anoctal PHY unit 110, which may be the same unit as the octal PHY portion106 or a different octal PHY unit. The VDSL module 100 comprises aphysical interface portion (PHY) 112 electrically connected to the octalPHY unit 110, a VDSL controller 114 electrically connected to thephysical interface portion 112, a VDSL analog front end unit 116electrically connected to the VDSL controller 114, and a VDSL port unit118 electrically connected to the VDSL analog front end unit 116. Thephysical interface portion 112 acts as a physical and electricalinterface with the octal PHY unit 110, e.g., the physical interfaceportion 112 may comprise a port and related support circuitry. The VDSLanalog front end unit 116 is configured for transceiving modulatednetwork data 30 (e.g., sending and receiving modulated data) over the MUcable bus 26, and may include one or more of the following: analogfilters, line drivers, analog-to-digital and digital-to-analogconverters, and related support circuitry (e.g., capacitors). The VDSLcontroller 114 is configured for converting and/or processing networkdata 16 for modulation and de-modulation, and may include amicroprocessor unit, ATM (asynchronous transfer mode) and IP (InternetProtocol) interfaces, and digital signal processingcircuitry/functionality. The VDSL port unit 118 provides a physical andelectrical connection to the MU cable bus 26, and may includetransformer circuitry, circuit protection functionality, and a port orother attachment or connection mechanism for connecting the VDSL module100 to the MU cable bus 26. Overall operation of the router transceiverunit 34 a shown in FIG. 6 is similar to what is described in relation toFIGS. 1, 2, and 4.

With reference to the above-described communication system 10,electronic components of the router-transceiver units 34 a-34 c may beadjusted based on the electrical characteristics of the MU cable bus 26,and/or additional electronic components (e.g., noise filters/processors)may be added to the system to compensate for specificaspects/characteristics of the MU cable bus 26.

Another embodiment of the invention relates to a method forcommunicating data in a vehicle consist 12, such as a passenger vehicleconsist that may include one or more passenger vehicles). The methodcomprises transmitting network data 16, 30 between vehicles 18 a-18 cwithin a vehicle consist 12. Each vehicle 18 a-18 c may be adjacent toand mechanically coupled with one or more other vehicles in consist. Thenetwork data 16, 30 may include high-bandwidth network data that istransmitted between the vehicles 18 a-18 c. The network data 16, 30,such as high-bandwidth network data 16, 30, is transmitted over the MUcable bus 26 interconnecting at least adjacent vehicles 18 a, 18 b inconsist 12. The MU cable bus 26 is an existing cable bus used in thevehicle consist 12 for transferring non-network control information 28between vehicles 18 a-18 c in consist 12. Alternatively, or in addition,the MU cable bus 26 may be an electrical power transmission line thatprovides electrical power to run electronics or other systems, such aslighting, on-board the vehicles 18 a-18 c.

In another embodiment, the method further comprises, at each of one ormore of the vehicles 18 a-18 c in the vehicle consist 12, converting thenetwork data 16 into modulated network data 30 for transmission over theMU cable bus 26. The modulated network data 30 is orthogonal to thenon-network control information 28 transferred over the MU cable bus.The method further comprises de-modulating the modulated network data 30received over the MU cable bus 26 for use by on-board electroniccomponents 32 a-32 c of the vehicles, such as lighting, automatic doorsystems, passenger information systems, alarm systems, etc.

As should be appreciated, it may be the case that certain vehicles inconsist are network equipped according to the system and method of thepresent invention, e.g., outfitted with a router transceiver unit, andthat other vehicles in consist are not. For example, there may be firstand third network-equipped vehicles physically separated by a secondvehicle that is not network equipped. In this case, the first and thirdvehicles are still able to communicate and exchange data even thoughthere is a non-network equipped vehicle between them. This is possiblebecause all the vehicles are electrically connected via the MU cablebus. In one case, for example, a vehicle consist comprises first,second, and third vehicles, with the second vehicle being disposedbetween the first and third vehicles. A first router transceiver unit ispositioned in the first vehicle, and a second router transceiver unit ispositioned in the third vehicle. The second vehicle, however, does nothave a router transceiver unit or other functionality for transmittingand/or receiving network data over the MU cable bus. Nevertheless,network data, such as high-bandwidth data, is transmitted between thefirst and third vehicles through the second vehicle, with the networkdata passing through a portion of the MU cable bus in the second vehiclebut not being transmitted or received by the second vehicle.

In another embodiment, the method further comprises controlling anelectronic system or component on at least one of the vehicles 18 a-18 cin consist 12 based at least in part on the network data 16.

The vehicle consist 12 may be part of a train 60 that comprises thevehicle consist 12 and a plurality of other railcars 62. Here, thenon-network control information 28 may be train control information thatis transmitted over the MU cable bus 26 according to a designatedvoltage carrier signal (e.g., +74V).

With reference to FIG. 7, if the MU cable jumper 52 and/or internalelectrical system 40 may include plural discreet electrical wires orother electrical or conductive pathways 120 a-120 c, e.g., threediscreet electrical wires 120 a-120 c as shown in FIG. 7, it may be thecase that network data 30 is transmitted over only one of the pluraldiscreet electrical wires or other electrical pathways. This may dependon what each pathway is used for in the vehicle consist and what type ofinformation it carries. For example, it may be undesirable to transmitnetwork data over a wire 120 a that carries analog non-network data,whereas a wire 120 b that carries a digital signal (on +V, off 0 V) ismore desirable for transmitting network data. While the illustratedembodiment only shows three conductive pathways 120, the MU cable bus 26may include a different number of conductive pathways 120, such as 27conductive wires.

Another embodiment of the present invention relates to a communicationsystem 10 for communicating data in a vehicle consist 12. The system 10comprises a respective router transceiver unit 34 a-34 c positioned ineach vehicle 18 a-18 c of a vehicle consist 12. Each router transceiverunit 34 a-34 c is coupled to the MU cable bus 26 in the vehicle consist12 that interconnects adjacent vehicles 18 a, 18 b. The MU cable bus 16is an existing cable bus used in the vehicle consist for transferringnon-network control information 28 between vehicles within the vehicleconsist. Each router transceiver unit 34 a-34 c is configured totransmit and/or receive network data 16, 30, such as high-bandwidthnetwork data 16, 30, over the MU cable bus 26. The MU cable bus 26 mayinclude an electrical power transmission line that interconnects andprovides power to adjacent vehicles 18 a, 18 b.

In another embodiment of the system 10, each router transceiver unit 34a-34 c is configured to convert the network data 16 into modulatednetwork data 30 for transmission over the MU cable bus 26. The modulatednetwork data being orthogonal to the non-network control informationtransferred between vehicles over the MU cable bus. Each routertransceiver unit is further configured to de-modulate the modulatednetwork data received over the MU cable bus for use by electroniccomponents in the vehicles of the consist.

Another embodiment relates to a communication system for communicatingdata in a vehicle consist 12. In this embodiment, the system comprise arespective router transceiver unit 34 a-34 c positioned in each of aplurality of vehicles 18 a-18 c in consist 12. The system furthercomprises, in each of the plurality of vehicles, a respective electroniccomponent 32 a-32 c (e.g., computer unit) positioned in the vehicle andoperably coupled to the router transceiver unit in the vehicle. Therouter transceiver units 34 a-34 c are electrically coupled to a vehiclemultiple unit (MU) cable bus 26, which is an existing cable bus used inconsist for transferring non-network control information 28 between theplurality of vehicles. The router transceiver units 34 a-34 c areconfigured to transmit and/or receive network data 16, over the MU cablebus 16, the network data originating at one of electronic components 32a-32 c and being addressed to another of the electronic components 32a-32 c. Each router transceiver unit may be configured to convert thenetwork data into modulated network data for transmission over the MUcable bus (the modulated network data being orthogonal to thenon-network control information transferred between vehicles over the MUcable bus), and to de-modulate the modulated network data received overthe MU cable bus for use in one of the electronic components.

Another embodiment relates to a communication system for communicatingdata in a vehicle consist 12. The system comprises a computer network inconsist. The computer network comprises a respective electroniccomponent 32 a-32 c positioned in each of a plurality of vehicles 18a-18 c in consist 12 and a vehicle multiple unit (MU) cable bus 26. TheMU cable bus 26 interconnects the electronics components and is anexisting cable bus used in consist for transferring non-network controlinformation 28 between the vehicles. The electronic components areconfigured to communicate by transmitting network data 16, 30 over theMU cable bus 26, the network data 16 originating at one of theelectronic components and being addressed to another of the electroniccomponents. As should be appreciated, in this embodiment the electroniccomponents are configured to carry out the functionality of the routertransceiver units 34 a-34 c as described above, and/or the routertransceiver units 34 a-34 c are part of (or comprise) the electroniccomponents. The computer network may be an Ethernet network.

Another embodiment relates to a method for retrofitting a vehicle fornetwork data communications. The method comprises outfitting a vehiclewith a router transceiver unit, interfacing the router transceiver unitwith an electronic component of the vehicle, and interfacing the routertransceiver unit with a multiple unit (MU) cable bus of the vehicle. TheMU cable bus is an existing cable bus used for transferring non-networkcontrol information between vehicles in consist. The router transceiverunit is configured to transmit and/or receive network data over the MUcable bus.

Another embodiment relates to a method for retrofitting a vehicleconsist for network data communications. The method comprises, at eachof a plurality of vehicles 18 a-18 c in consist 12, outfitting thevehicle with a respective router transceiver unit 34 a-34 c, interfacingthe router transceiver unit 34 a-34 c with an electronic component 32a-32 c of the vehicle, and interfacing the router transceiver unit 34a-34 c with a multiple unit (MU) cable bus 26 of the vehicle. The MUcable bus is an existing cable bus used for transferring non-networkcontrol information between vehicles in consist. Each router transceiverunit is configured to transmit and/or receive network data 16, 30 overthe MU cable bus 26.

Any of the embodiments described herein are also applicable forcommunicating data in vehicle consists generally. “Vehicle consist”refers to a group of vehicles that are mechanically coupled or linkedtogether to travel along a route.

For example, one embodiment of the present invention relates to a systemand method for communicating data in a vehicle consist 12. In thisembodiment, network data 16, 30 is transmitted from a first vehicle 18 ain the vehicle consist 12 to a second vehicle 18 b in the vehicleconsist. The network data 16, 30 is transmitted over an existingelectrical cable bus 26 that interconnects the first vehicle 18 a andthe second vehicle 18 b. The existing electrical cable bus 26 is used inthe vehicle consist 12 for transferring non-network control information28 between the first vehicle and the second vehicle. As should beappreciated, this method and system is applicable to communicating databetween any of the linked vehicles 18 a-18 c, and thereby the terms“first” and “second” vehicle are used to identify respective vehicles inthe vehicle consist and are not meant to characterize an order orposition of the vehicles unless otherwise specified. That being said, itmay be the case that the first and second vehicles are adjacent to andmechanically coupled with one another.

In any of the embodiments set forth herein, the network data may beTCP/IP-formatted or SIP-formatted data. Additionally, each vehicle mayinclude a computer unit, with the computer units 32 a-32 c communicatingwith one another by transmitting the network data, formatted as TCP/IPdata or SIP data or otherwise, over the existing electrical cable bus26, and the computer units thereby forming a computer network, e.g., anEthernet-type network.

In one embodiment, the existing electrical cable bus may be an ECP(electronically controlled pneumatic brake) train line. ECP brakes on atrain are defined by the Association of American Railroads' 4200 seriesspecifications. This standard describes a 230V DC power line that runsthe length of the train (for providing DC power to remote units), atransceiver at 132 kHz that operates on top of the 230V power line, anda communication link (realized over the power line using thetransceiver) that adheres to the ANSI/EIA 709.1 and 709.2 protocols.According to the 4200 series specifications, the communication link isused to communicate brake data between railcars for braking controlpurposes.

In an embodiment, with reference to FIG. 8, a system 300 forcommunicating data in a vehicle consist or other vehicle consist isconfigured to transmit network and/or high bandwidth data 302 over anECP train line 304, in a manner orthogonal to ECP brake data 306transmitted over the ECP train line 304. The system 300 comprises arouter transceiver unit 308 a, 308 b on each of a plurality of vehicles310 a, 310 b in consist 312. (The plurality of so-equipped vehicles maybe fewer than all the vehicles in consist.) On each vehicle, the routertransceiver unit 308 a, 308 b is in addition to an ECP transceiver 314on the vehicle. Alternatively, an ECP transceiver may be reconfigured toinclude the functionality of the router transceivers 308 a, 308 b. Eachrouter transceiver unit 308 a, 308 b is electrically connected to theECP train line 304, and is configured to transmit network and/or highbandwidth data 302 over the ECP train line 304 at one or morefrequencies f2 (i) that are different than the 132 kHz frequency of theECP brake data 306, (ii) that do not interfere with (or receivesignificant interference from) the ECP brake data 306, and (iii) that donot interfere with (or receive significant interference from) the 230VDC signal 316 present on the ECP train line 304. (That is, the data 302is orthogonal to the data 306 and DC signal 316.) For example, thenetwork and/or high bandwidth data may be modulated into a carrierwave/RF signal transmitted over the ECP train line at a frequency in themegahertz (MHz) range. The router transceiver units 308 a, 308 b may besimilar to the router transceiver units 34 described above. Theembodiment of FIG. 8 may be implemented in conjunction with any of theother embodiments described herein. Also, in the case where certainvehicles in consist are not equipped with router transceivers 308 a, 308b, the data 302 will nevertheless be transmitted over the ECP train lineextending through such vehicles, for eventual reception by vehicles thatare equipped with the router transceivers 308 a, 308 b.

The system 300 establishes a high bandwidth data network that operatessuperimposed on, and separate from, the 132 kHz communication link thatis specified in the 4200 series specifications for ECP brake trafficbetween the vehicle and other vehicles, such as rail cars. In oneaspect, the data network is used to communicate non-brake data (e.g., inthe form of network and/or high bandwidth data) between vehicles inconsist. Examples of the data that may be transferred include vehiclesensor data indicative of vehicle health, commodity condition data,temperature data, weight data, security data, data as otherwisespecified herein, and/or other data. In another aspect, the data networkis used to communicate brake data in addition, or instead of, the 132kHz communication link. The brake data may be in addition to other datatransmitted over the data network.

In another embodiment, the network data may be converted at one of thevehicles into modulated network data for transmission over the MU cablebus. The modulated network data is orthogonal to the non-network controlinformation transferred between the lead and trail vehicles over the MUcable bus. “Orthogonal” means that the modulated network data does notinterfere with the non-network control information, and that thenon-network control information does not interfere with the modulatednetwork data. At another vehicle in consist (e.g., a recipient vehicle),the modulated network data is received over the MU cable bus andde-modulated for use by a computer unit or other electronic component inthe vehicle.

Another embodiment relates to a communication system for communicatingdata in a vehicle consist. The system comprises respective routertransceiver units positioned in the lead vehicle and each of the trailvehicles in the vehicle consist. The router transceiver units are eachelectrically coupled to an MU cable bus in the vehicle consist thatinterconnects the lead vehicle and the trail vehicles. The MU cable busis an existing cable bus that is used in the vehicle consist fortransferring non-network control information between the lead and trailvehicles. The router transceiver units are configured to transmit and/orreceive network data over the MU cable bus.

In another embodiment of the communication system, each routertransceiver unit is configured to convert the network data intomodulated network data for transmission over the cable bus, and tode-modulate modulated network data received over the cable bus back intonetwork data, for use in communicating data between electroniccomponents in the vehicle consist or otherwise. The modulated networkdata is orthogonal to the non-network control information transferredbetween the lead and trail vehicles over the cable bus.

In another embodiment, with reference to FIGS. 9-12, in a vehicle 18 aequipped with the communication system, the communication system furthercomprises at least one cable run 400 connecting the router transceiverunit 34 a to the MU cable bus. Cable run means a length of electricalcabling or other electrical conductor 402, 404, which may include onediscreet electrical pathway or a plurality of discreet electricalpathways (e.g., a bundled cable). The cable run may bypass a portion ofthe cable bus within the vehicle (i.e., it bypasses part or all of theinternal electrical system), so that network data travels over less ofthe cable bus than it would without the cable run in place. Thus, in oneaspect of the invention, the cable run is installed in a vehicle, aroundand bypassing at least part of the cable bus, to provide a cleaner andless interference prone signal pathway for the network data, relative tolevels of interference that are present if the bypassed portion of thecable bus was not bypassed. This may be useful for older vehicles wherethe internal electrical system is prone to interference, and/or forimproving data throughput levels between consist of three, four, or morevehicles.

FIGS. 9 and 10 show embodiments of the communication system where thecable run may include a first length of electrical conductor 402 and asecond, separate length of electrical conductor. The first length ofelectrical conductor electrically connects the router transceiver unit34 a to the front terminal board 42 of the vehicle 18 a, which iselectrically connected to the front MU port 36 of the vehicle. Thesecond length of electrical conductor connects the router transceiverunit 34 a to the rear terminal board 44, which is electrically connectedto the rear port 38 of the vehicle. Here, the portion of the MU cablebus that is bypassed by the cable run includes the entirety of the cablebus in the vehicle that extends between the front terminal board 42 andthe rear terminal board 44 (e.g., first and second electrical conduitportions 48, 50 and central terminal board 46). As can be seen, therouter transceiver unit 34 a may be locally connected to an electroniccomponent 32 a in the vehicle for the exchange of network data therebetween, e.g., the router transceiver unit 34 a acts as an Ethernet portfor the electronic component 32 a. However, instead of the routertransceiver unit 34 a being connected to the central terminal board 46for modulating and de-modulating network data onto and off of the cablebus, the router transceiver unit may instead connect to the frontterminal board 42 and the rear terminal board for this purpose, by wayof the first and second lengths of electrical conductor of the cablerun. It is contemplated that the cable run 400 will provide a cleanerand less interference prone signal pathway for network data, versus thenetwork data traveling over the bypassed portion of the MU cable bus.

With reference to FIG. 10, in another embodiment, the router transceiverunit 34 a comprises a network adapter module 66 and first and secondsignal modulator modules 68 a, 68 b connected to the network adaptermodule 66. The first signal modulator module 68 a is also connected tothe first length of electrical conductor 402, and the second signalmodulator module 68 b is also connected to the second length ofelectrical conductor 404. Each signal modulator module 68 a, 68 b isconfigured to receive the network data from the network adapter module66 and to modulate the network data into modulated network data fortransmission over the cable run 400 (e.g., over the length of electricalconductor 402 or 404 to which it is connected) and the non-bypassedportion of the MU cable bus 26. Each signal modulator module 68 a, 68 bis also configured to receive modulated network data over the cable run400 (e.g., over the length of electrical conductor 402 or 404 to whichit is connected) and to de-modulate the modulated network data intonetwork data for providing to the network adapter module 66. The networkadaptor module 66 transceives (transmits and receives) network databetween the signal modulator modules and one or more electroniccomponents 32 a in the vehicle.

As should be appreciated, the signal modulator modules 68 a, 68 b areseparately disposed in the “front” and “rear” portions, respectively, ofthe network data communication pathway in the communication system.Thus, the second signal modulator module 68 b will receive modulatednetwork data arriving over the second length of electrical conductor 404from the rear of consist, and the first signal modulator module 68 awill receive modulated network data arriving over the first length ofelectrical conductor 402 from the front of consist (assuming in thisexample that the terminal boards 42, 44 are oriented at the front andrear of consist, respectively). Additionally, the network adapter module66 is interfaced with the signal modulator modules 68 a, 68 b so thatnetwork data intended for locations towards the front of consist iscommunicated to the first signal modulator module 68 a, and so thatnetwork data intended for locations towards the rear of consist iscommunicated to the second signal modulator module 68 b. Alternativelyor additionally, depending on network configuration, the network adaptermodule 66 may simply present all network data to both signal modulatormodules 68 a, 68 b, with the network data in effect being transmittedboth to the front and rear of consist. It is contemplated that the useof two signal modulator modules, one on each leg 402, 404 of the networkdata communication pathway, will substantially increase signal to noiseratio, allowing for greater data throughput across multiple vehicles inconsist.

With reference to FIG. 11, instead of connecting the cable run 400 tothe terminal boards 42, 44, the cable run connects the routertransceiver unit 34 a to the front MU port 36 of the vehicle and to therear MU port 38 of the vehicle 18 a. Here, the portion of the cable busthat is bypassed comprises the entirety of the cable bus in the vehiclethat extends between the front MU port and the rear MU port, in otherwords, the entirety of the internal MU electrical system is bypassed.The cable run may include first and second separate lengths ofelectrical conductor 402, 404, and the router transceiver unit 34 a maycomprise first and second signal modulator modules 68 a, 68 b, similarto as described above in regards to FIG. 10.

With reference to FIG. 12, instead of two separate lengths of electricalconductor the cable run may include a single length of electricalconductor (which may include one or more discreet electrical pathways)that connects the router transceiver unit 34 a to the terminal boards42, 44. Alternatively, the single length of electrical conductor mayconnect the router transceiver unit 34 a to the front and rear MU ports36, 38. In such an embodiment, the router transceiver unit 34 a may haveonly one signal modulator module.

Turning now to FIGS. 13-15, in another embodiment, a communicationsystem 130 for communicating data in a vehicle consist comprises a firstrouter transceiver pair 132 and a redundant (second) router transceiverpair 134. The first router transceiver pair 132 comprises a first routertransceiver unit 34 a positioned in a first vehicle 18 a of the vehicleconsist and a second router transceiver unit 34 b positioned in a secondvehicle 18 b of the vehicle consist. The redundant router transceiverpair 134 comprises a third router transceiver unit 34 c positioned inthe first vehicle 18 a and a fourth router transceiver unit 34 dpositioned in the second vehicle 18 b. Each of the first, second, third,and fourth router transceiver units 34 a, 34 b, 34 c, 34 d is coupled toa vehicle MU cable bus 26 in the vehicle consist that interconnects thefirst and second vehicles 18 a, 18 b. Also, each of the first, second,third, and fourth router transceiver units 34 a, 34 b, 34 c, 34 d isconfigured to transmit and/or receive network data 16 over the MU cablebus 26.

The system 130 may include one or more control modules 174 and switchmodules 172 communicatively coupled with the router transceiver pairs132, 134. As used herein, the term “module” may include a hardwareand/or software system that operates to perform one or more functions.For example, a module may include a computer processor, controller, orother logic-based device that performs operations based on instructionsstored on a tangible and non-transitory computer readable storagemedium, such as a computer memory. Alternatively, a module may include ahard-wired device that performs operations based on hard-wired logic ofthe device. The module may represent the hardware that operates based onsoftware or hardwired instructions, the software that directs hardwareto perform the operations, or a combination thereof. For example, one ormore of the modules 172, 174 may be embodied in a computer processorthat operates based on one or more sets of instructions (e.g.,hard-wired logic and/or software), instructions that direct a processorto perform operations, and/or a combination of a processor and theinstructions. Alternatively, the control module 174 may include theswitch module 172. For example, the switch module 172 may be a componentof the control module 174.

In the illustrated embodiment, each of the vehicles 18 a, 18 b mayinclude the control module 174 and the switch module 172. Alternatively,only one of the vehicles 18 a, 18 b may include the control module 174and the switch module 172. The control module 174 and the switch module172 may be communicatively coupled with the router transceiver pairs132, 134 by one or more wired and/or wireless connections.

The switch module 172 controls which of the router transceiver pairs132, 134 communicates the network data 16 over the cable bus 26. Forexample, the switch module 172 may operate as an electric switchalternates between a first position and a second position. In the firstposition, the first router transceiver pair 132 is permitted tocommunicate network data 16 over the cable bus 26 and the second routertransceiver pair 134 is prohibited from communicating network data 16over the cable bus 26. In the second position, the second routertransceiver pair 134 is permitted to communicate network data 16 overthe cable bus 26 and the first router transceiver pair 132 is prohibitedfrom communicating network data 16 over the cable bus 26.

The control module 174 interfaces with the router transceiver pairs 132,134 via the switch module 172 to control which of the router transceiverpairs 132, 134 communicates (e.g., transmits or receives) network datathrough the MU cable bus 26. For example, the control module 174 mayform instructions that are sent to the switch module 172 to control thestate of switch module 172. In one embodiment where each of multiplevehicles 18 a, 18 b include a control module 174 and/or a switch module172, a priority scheme may be used to determine which control module 174decides the router transceiver pairs 132, 134 that are permitted tocommunicate network data 16 and/or which switch module 172 implementsthe instructions of the control module 174 (e.g., permits one routertransceiver pair 132 or 134 to communicate network data 16 but preventsthe other router transceiver pair 134 or 132 to communicate network data16).

In the illustrated embodiment, the first and third router transceiverunits 34 a, 34 c define a first router transceiver set that is disposedon-board the first vehicle 18 a while the second and fourth routertransceiver units 34 b, 34 d define a second router transceiver setdisposed on-board the second vehicle 18 b. The router transceiver units34 a, 34 b, 34 c, 34 d of each set may be disposed within a commonhousing, such as a single enclosure. Alternatively, the routertransceiver units 34 a, 34 b, 34 c, 34 d of each set may be disposedwithin different housings. A shared power source 144 disposed on-boardone or more of the vehicles 18 a, 18 b may provide electrical energy topower the router transceiver units 34 a, 34 b, 34 c, 34 d. Examples ofpower sources 144 may include generators or alternators connected to adiesel engine (with one or more transformers, rectifiers, and the like,disposed between the generator or alternator and the router transceiverunits 34 a, 34 b, 34 c, 34 d), rechargeable batteries, and the like. Asingle power source 144 may power each of the router transceiver sets.Alternatively, multiple, redundant power sources 144 may power eachrouter transceiver set. In the illustrated embodiment, a singleconductive pathway 146 (e.g., one or more wires, cables, buses, or thelike conductively coupled with each other) supplies electrical energyfrom the power source 144 to the router transceiver set. Alternatively,multiple conductive pathways 146 may supply the electrical energy. Forexample, two or more separate sets of wires, cables, buses, or the like,may extend from the power source 144 to the router transceiver units 34a, 34 b, 34 c, 34 d in each set. The additional conductive pathways 146can provide redundancy in the power supply to the router transceiversets.

As described above, the MU cable bus 26 may include several elongatedconductive pathways 120 that extend along the length of the MU cable bus26 from the first vehicle 18 a to the second vehicle 18 b. While onlyfour conductive pathways 120 are shown in FIG. 13, the MU cable bus 26may include more or fewer conductive pathways 120. A subset, or lessthan all, of the conductive pathways 120 in the MU cable bus 26 may beused for communication of network data 16, while other conductivepathways 120 are used for communication of non-network data.

The conductive pathways 120 define physical portions of the MU cable bus26 over which network data and/or non-network data can be communicatedbetween the first vehicle 18 a and the second vehicle 18 b. In oneembodiment, the conductive pathways 120 are conductive wires that arenot conductively coupled with each other within the MU cable bus 26. Forexample, the conductive pathways 120 may not transmit electric signalssuch as network data or non-network data between the conductive pathways120 within the MU cable bus 26. The conductive pathways 120 may beindividually surrounded by dielectric jackets to prevent signalstransmitted along a first conductive pathway 120 from being conducted toa different second conductive pathway 120 within the MU cable bus 26.

Different or distinct physical portions of the MU cable bus 26 mayinclude different conductive pathways 120 or different, non-overlappingsets of conductive pathways 120. For example, a first wire or set ofwires may be a first physical portion of the MU cable bus 26 and asecond, different wire that is not conductively coupled with the firstwire or a second set of wires that does not share any wires with thefirst set of wires may be a second, distinct physical portion of the MUcable bus 26.

In operation, if either of the router transceiver pairs 132, 134 entersa failure condition for being unable to transmit and/or receive networkdata 16 over the MU cable bus 26, and/or if any one of the first,second, third, and fourth router transceiver units 34 a, 34 b, 34 c, 34d enters the failure condition and is unable to communicate network data16 over the MU cable bus 26, then the other router transceiver pair 132,134 and/or remaining router transceiver units 34 a, 34 b, 34 c, 34 dthat are not in the failure condition can continue to transmit thenetwork data 16 over the MU cable bus 26. (“Failure condition,” asindicated, means being unable to transmit and/or receive network data 16over the MU cable bus 26.)

To explain further, according to one aspect, in a configuration such asshown in FIG. 1 (for example), if either of the router transceiver units34 a, 34 b enters a failure condition, then network communications mayno longer be possible between the two vehicles 18 a, 18 b through orover the MU cable bus 26 using the router transceiver units 34 a, 34 b.However, in the system 130 as illustrated in FIGS. 13-15, the redundantrouter transceiver pair 134 can act as a functional backup to the firstrouter transceiver pair 132, if either or both of the router transceiverunits 34 a, 34 b in the first router transceiver pair 132 fails or isotherwise unable to successfully communicate the network data 16 throughthe MU cable bus 26 between the first and second vehicles 18 a, 18 b.(Conversely, the first router transceiver pair 132 may act as afunctional backup to the redundant router transceiver pair 134 shouldthe redundant transceiver pair 134 fail.) In particular, from a systemlevel view, (i) if either of the router transceiver pairs 132 or 134enters a failure condition, then the other router transceiver pair 132or 134 carries on for network data transmission through the MU cable bus26 and between the vehicles 18 a, 18 b, and/or (ii) if any one of therouter transceiver units 34 a, 34 b, 34 c, or 34 d enters a failurecondition, then at least two of the other, functional router transceiverunits 34 a, 34 b, 34 c, 34 d may continue to transmit network data 16across the MU cable bus 26 between the first and second vehicles 18 a,18 b.

As described below, the first transceiver pair 132 and the redundanttransceiver pair 134 may be arranged in different network groups. Forexample, the first and second router transceiver units 34 a, 34 b may bemembers of a first network group and the third and fourth routertransceiver units 34 c, 34 d may be members of a different, secondnetwork group. A network group can include members that are able tocommunicate with each other through a network or common medium, such asthe MU cable bus 26. In one embodiment, the network groups do notcommunicate between each other. For example, a member of a first networkgroup does not communicate with a member of a different, second networkgroup. Alternatively, members of different network groups may be able tocommunicate with each other.

The members of a network group may be defined based on unique addressesassociated with the members. For example, router transceiver units 34 ofa first network may have unique addresses that are associated with thefirst network while router transceiver units 34 of a different, secondnetwork have unique addresses that are associated with the secondnetwork. Alternatively, the router transceiver units 34 of each networkmay have addresses that are common to members of the network group, butdiffer from the addresses of members in other network groups.

The addresses may be used to enable communication between members of thesame network group while avoiding communication between members ofdifferent groups when the MU cable bus 26 is used by multiple networkgroups for communication. For example, one or more packets of thenetwork data 16 sent from a first member to a second member of the samenetwork group may include a header field having the address of thesecond member. The network data 16 may be ignored or disregarded bymembers other than the second member but received by the second memberdue to the address associated with the network data 16.

In one embodiment, multiple, different network groups can use the samephysical portions of the MU cable bus 26 to communicate. For example,the members of a first network group may communicate with each otherover a set of conductive pathways 120 in the MU cable bus 26 and membersof a different, second network group may communicate with each otherover the same set of conductive pathways 120, without communicationsamong the first network group being received by the second networkgroup, and vice-versa. Alternatively, different network groups may usedifferent physical portions of the MU cable bus 26 to communicate. Forexample, the members of the first network group may communicate witheach other over a first set of conductive pathways 120 in the MU cablebus 26 while members of the second network group communicate with eachother over a different, distinct, and non-overlapping set of conductivepathways 120.

FIG. 13 shows a first configuration of the system 130. Here, the firstrouter transceiver pair 132 and the second, redundant router transceiverpair 134 are configured in different network groups, i.e., they are partof different networks or sub-networks. As shown in FIG. 13, the firstand second router transceiver units 34 a, 34 b belong to a first networkgroup and are provided with a label of “NET GROUP #1.” The third andfourth router transceiver units 34 c, 34 d belong to a different, secondnetwork group and are provided with a label of “NET GROUP #2.” Theselabels represent the network groups by identifying the members of eachnetwork group.

In addition to being in different network groups, the first and secondrouter transceiver units 34 a, 34 b of the first router transceiver pair132 communicate over a first physical portion 136 of the MU cable bus26, and the third and fourth router transceiver units 34 c, 34 d of thesecond router transceiver pair 134 communicate over a second, distinctphysical portion 138 of the MU cable bus 26. The distinct physicalportions 136, 138 can include different, non-overlapping sets ofconductive pathways 120 of the MU cable bus 26. For example, none of theconductive pathways 120 in the first physical portion 136 may beincluded in the second physical portion 138, and vice-versa. Thus, therouter transceiver units 34 a, 34 b of the first router transceiver pair132 and the first network may communicate over a first wire (or set ofwires) of the MU cable bus 26, and the router transceiver units 34 c, 34d of the second router transceiver pair 134 and the second network maycommunicate over a second, different wire (or set of wires) of the MUcable bus 26. In one embodiment, “distinct” means the router transceiverunits 34 a, 34 b of the first router transceiver pair 132 does nottransmit over any of the conductive pathways 120 of the second routertransceiver pair 134, and vice-versa. The router transceiver units 34 a,34 b, 34 c, 34 d are connected to electronic components 32 of thevehicles 18 a, 18 b, as described above.

The system 130 may be configured for operation in different ways. In afirst way, the first router transceiver pair 132 is used for networkdata 16 communications until and unless one or both of the routertransceiver units 34 a, 34 b enters a failure condition, in which casethe router transceiver units 34 c, 34 d of the other router transceiverpair 134 are used for network data 16 communication. One or more of thefirst and second vehicles 18 a, 18 b can include a monitor module 142that is communicatively coupled with one or more of the routertransceiver units 34 a, 34 b, 34 c, 34 d in the corresponding vehicle 18a, 18 b. The monitor module 142 may include fault detection circuitry,such as one or more computer processors, microprocessors, controllers,microcontrollers, or other logic-based devices, that monitor the healthof the router transceiver units 34 a, 34 b, 34 c, 34 d. The monitormodule 142 can monitor the health of the router transceiver units 34 a,34 b, 34 c, 34 d using standard computer networking equipment and/ormethods. The monitor module 142 may be included in the control module174 in one embodiment.

For example, the monitor module 142 may monitor the transmission and/orreceipt of network data 16 from and/or to the various router transceiverunits 34 a, 34 b, 34 c, 34 d. If one or more of the router transceiverunits 34 a, 34 b, 34 c, 34 d stops or transmitting network data 16 (suchas by transmitting incorrect signals without network data 16,transmitting network data 16 during an incorrect time slot, ortransmitting network data 16 using an incorrect frequency, for example)or significantly decreases the rate at which network data 16 istransmitted, then the monitor module 142 may identify the one or morerouter transceiver units 34 a, 34 b, 34 c, 34 d as being in a failurecondition. The monitor module 142 may notify the control module 174which of the router transceiver pairs 132, 134 may include the routertransceiver unit 34 a, 34 b, 34 c, 34 d in the failure condition and/ornotify the control module 174 which router transceiver unit 34 a, 34 b,34 c, 34 d is in the failure condition. The control module 174 can thencause the router transceiver units 34 a, 34 b, 34 c, 34 d of the otherrouter transceiver pair 132 or 134 to take over or control communicationof network data 16 through the MU cable bus 26. For example, the controlmodule 174 may direct the switch module 172 to allow the routertransceiver pair 132, 134 that does not include the router transceiverunit 34 a, 34 b, 34 c, 34 d in the failure condition to take over orcontrol communication of the network data 16.

In one embodiment, if the first transceiver pair 132 is communicatingnetwork data 16 over the MU cable bus 26 and the second transceiver pair134 is not transmitting network data 16, and the monitor module 142determines that the router transceiver unit 34 a or 34 b of the firstrouter transceiver pair 132 enters the failure condition, then thecontrol module 174 may direct the switch module 172 to allow the thirdand fourth router transceiver units 34 c, 34 d of the second routertransceiver pair 134 to take over communication of the network data 16.For example, the control module 174 may direct the switch module 172 tochange states to allow the second router transceiver pair 134 tocommunicate the network data 16 and to prevent the first routertransceiver pair 132 from communicating or attempting to communicate thenetwork data 16. The second router transceiver pair 134 may take over inplace of the first router transceiver pair 132.

In a second way, both router transceiver pairs 132, 134 may beconcurrently used as redundant networks, with both router transceiverpairs 132, 134 communicating network data 16 over the MU cable bus 26 atthe same time or during overlapping time periods. In such a case, if thecontrol module 174 determines that either of the router transceiverpairs 132, 134 enters a failure condition based on feedback from themonitor module 142, then the control module 174 may direct the switchmodule 172 to cause the other of the router transceiver pairs 132, 134may take over communication of the network data 16 on behalf of therouter transceiver pair 132, 134 in the failure condition. For example,instead of both router transceiver pairs 132, 134 communicating thenetwork data 16, the router transceiver pair 132, 134 that is not in thefailure condition may communicate all of the network data 16.

By communicating over distinct physical portions 136, 138 of the MUcable bus 26, if one of the physical portions 136, 138 should fail, thencommunication of the network data 16 may continue over the otherphysical portion 136, 138. For example, if the physical portion 136 or138 is mechanically damaged, such as by being cut or electricallyshorted to another conductive pathway 120, then the other physicalportion 136 or 138 may be used for continued communication of thenetwork data 16. The monitor module 142 may identify a failure conditionwhen the physical portion 136 or 138 is damaged due to the inability ofthe router transceiver units 34 a, 34 b, 34 c, 34 d that are coupled tothe damaged physical portion 136 or 138 to communicate the network data16. The use of different physical portions 136, 138 (e.g., two wires foreach portion 136, 138) and different network groups (e.g., separatenetwork addresses for the router transceiver units 34 a, 34 b, 34 c, 34d), the amount of available bandwidth to communicate the network data 16via the MU cable bus 26 is increased.

FIG. 14 shows a second configuration of the system 130. In theillustrated embodiment, the first router transceiver pair 132 and thesecond, redundant router transceiver pair 134 are configured indifferent network groups, similar to the embodiment shown in FIG. 13.However, instead of communicating over distinct physical portions 136,138 (shown in FIG. 13) of the MU cable bus 26, the router transceiverpairs 132, 134 communicate over the same physical portion 136, or acommon physical portion 136 of the MU cable bus 26. For example, boththe router transceiver pairs 132, 134 may communicate between thevehicles 18 a, 18 b and over the MU cable bus 26 using one or more ofthe same conductive pathways 120.

In one embodiment, only one of the router transceiver pairs 132, 134communicates the network data 16 at a time. For example, the firstrouter transceiver pair 132 may communicate the network data 16 untilthe first router transceiver pair 132 enters a failure condition, atwhich point the redundant router transceiver pair 134 communicates thenetwork data 16. Alternatively, the router transceiver pairs 132, 134may concurrently communicate network data 16 between the vehicles 18 a,18 b.

If the router transceiver pairs 132, 134 concurrently communicatenetwork data 16 over the common physical portion 136 of the MU cable bus26 (e.g., by transmitting the network data 16 at the same time or duringat least partially overlapping time periods), different communicationchannels may be used by the first and second router transceiver units132, 134. For example, the router transceiver pairs 132, 134 maycoordinate the communication of network data 16 over the common portion136 by using different communication channels. The control module 174may direct the router transceiver pairs 132, 134 to use differentchannels. A communication channel can mean different frequencies,different bandwidths, different time slots in a Time Division MultipleAccess (TDMA) method, different codes in a Code Division Multiple Access(CDMA) method, and the like. For example, the router transceiver pairs132, 134 may be assigned different portions of the bandwidth availableon the MU cable bus 26. Each router transceiver pair 132, 134 may onlyuse the bandwidth that is assigned to that router transceiver pair 132,134. As another example, the control module 174 may assign differentfrequency bands available on the MU cable bus 26 to the routertransceiver pairs 132, 134. The MU cable bus 26 may have a limitedfrequency spectrum that is usable for transmitting the network data 16(e.g., up to 30 MHz). Different frequency bands (e.g., differentfrequencies or different ranges of frequency in the available frequencyspectrum) may be assigned to different router transceiver pairs 132,134. In one embodiment, the first router transceiver pair 132 may beassigned the frequencies up to 15 MHz while the second routertransceiver pair 134 may be assigned the frequencies from 15 MHz to 30MHz.

Using the different channels can allow the router transceiver pairs 132,134 to communicate the network data 16 on the same portion 136 of the MUcable bus 26 while reducing or avoiding interference between the networkdata 16 communicated by the different router transceiver pairs 132, 134.Each of the router transceiver pairs 132, 134 may be provided withinformation about the communication channel used by the other routertransceiver pair 132, 134 in order to avoid communications conflicts. Ifthe router transceiver pairs 132, 134 are not used concurrently (e.g.,if one router transceiver pair 132 is used unless and until the routertransceiver pair 132 enters a failure condition), then the routertransceiver pairs 132, 134 may use the same communication channel.

In one embodiment, if the monitor module 174 determines that the routertransceiver unit 34 in one of the sets of router transceiver units 34disposed on a common vehicle 18 a or 18 b enters a failure condition,then the control module 174 may direct the other router transceiver unit34 in the same set to take over communication of the network data 16.For example, if the router transceiver units 34 a and 34 b arecommunicating network data 16 in a first network group and the routertransceiver unit 34 a enters a failure condition, then the controlmodule 174 can direct the switch module 172 to allow the routertransceiver unit 34 c in the same set of router transceiver units 34 onthe first vehicle 18 a to communicate the network data 16 with therouter transceiver unit 34 b on the second vehicle 18 b. The controlmodule 174 can direct the third router transceiver unit 34 c in thesecond network group to communicate the network data 16 with the secondrouter transceiver unit 34 b in the first network group. Similarly, thecontrol module 174 can direct the second router transceiver unit 34 b inthe first network group to communicate the network data 16 with thethird router transceiver unit 34 c in the second network group.

In another embodiment, if router transceiver units 34 on differentvehicles 18 a, 18 b and in each router transceiver pair 132, 134 enter afailure condition, then the remaining router transceiver units 34 maycommunicate the network data 16 with each other. For example, the firstrouter transceiver unit 34 a on the first vehicle 18 a may communicatenetwork data 16 with the second router transceiver unit 34 b on thesecond vehicle 18 b using a first channel (e.g., a first frequency bandor range of frequencies). The third router transceiver unit 34 c on thefirst vehicle 18 a may communicate network data 16 with the fourthrouter transceiver unit 34 d on the second vehicle 18 b using adifferent, second channel (e.g., a second frequency band or range offrequencies that differs and/or does not overlap with the firstfrequency band or range). If the second router transceiver unit 34 b inthe first router transceiver pair 132 and on the first vehicle 18 aenters a failure condition and the third router transceiver unit 34 c onthe second vehicle 18 b and in the second router transceiver pair 134enters a failure condition, then the first router transceiver unit 34 aand the fourth router transceiver units 34 d may take over communicationof the network data 16. For example, the first and fourth routertransceiver units 34 a, 34 d may communicate the network data 16 usingthe first channel, the second channel, or a combination of the first andsecond channels (e.g., a frequency band or range than encompasses boththe first and second frequency bands or ranges).

FIG. 15 shows a third configuration of the system 130. In theillustrated embodiment, the first router transceiver pair 132 and thesecond router transceiver pair 134 are configured in the same networkgroup (e.g., “Net Group #1”). For example, the router transceiver units34 a, 34 b, 34 c, 34 d may all be assigned or associated with addressesthat belong to the same network group. Additionally, the first andsecond router transceiver units 34 a, 34 b of the first routertransceiver pair 132 and the third and fourth router transceiver units34 c, 34 d of the second router transceiver pair 134 communicate networkdata 16 over the same physical portion 136 of the MU cable bus 26. Forexample, the first router transceiver pair 132 may communicate networkdata 16 between the vehicles 18 a, 18 b through the conductive pathways120 of the physical portion 136 and the second router transceiver pair134 may communicate network data 16 between the vehicles 18 a, 18 bthrough one or more of the same conductive pathways 120 of the physicalportion 136.

In a first possible mode of operation, the first router transceiver pair132 is used to communicate network data 16 over the MU cable bus 26until and unless one of the router transceiver units 34 a, 34 b of theenters a failure condition. If one of the router transceiver units 34 a,34 b enters a failure condition, then another, redundant routertransceiver unit 34 c, 34 d of the redundant router transceiver pair 134may be used to continue communicating the network data 16. For example,if the first router transceiver unit 34 a in the first vehicle 18 a iscommunicating network data 16 with the second router transceiver unit 34b in the second vehicle 18 b and the first router transceiver unit 34 afails, then the third router transceiver unit 34 c in the same routertransceiver set disposed on the same vehicle 18 a as the failed firstrouter transceiver unit 34 a can take over for the first routertransceiver unit 34 a. For example, the third router transceiver unit 34c can continue to communicate network data 16 with the second routertransceiver unit 34 b on the second vehicle 18 b. In another example, ifthe router transceiver unit 34 b on the second vehicle 18 b fails, thenthe other router transceiver unit 34 d in the same router transceiverset on the second vehicle 18 b as the second router transceiver unit 34b can take over and communicate the network data 16 with the first orthird router transceiver unit 34 a, 34 c on the first vehicle 18 a.

In another possible mode of operation, the router transceiver units 34a, 34 b, 34 c, 34 d operate concurrently. For example, network data 16is presented at the router transceiver units 34 a, 34 c on the firstvehicle 18 a and each of the router transceiver units 34 a, 34 ctransmits the network data 16 over one or more of the same conductivepathways 120 in the same physical portion 136 of the MU cable bus 26 tothe router transceiver units 34 b, 34 d on the second vehicle 18 b. Thenetwork data 16 may then be communicated to downstream electroniccomponents 32 of the second vehicle 18 b. The term “concurrently” doesnot mean that data is necessarily communicated at exactly the same time,but rather that the router transceiver units are operating concurrentlyfor data transmission consistent with network architecture and logic.For example, the router transceiver units 34 a, 34 c or the routertransceiver units 34 b, 34 d that are disposed on the same vehicle 18 aor 18 b may communicate packets of the network data 16 over time periodsthat at least partially overlap. As described above, interferencebetween concurrently transmitted network data 16 can be avoided orsignificantly reduced by allocating different channels (e.g., differentbandwidths, different frequencies, different time slots, and the like)to the different router transceiver units 34 a, 34 b, 34 c, 34 d.

In one embodiment, if the router transceiver unit 34 in one of the setsof router transceiver units 34 disposed on a common vehicle 18 a or 18 benters a failure condition, then the control module 174 may direct theother router transceiver unit 34 in the same set to take overcommunication of the network data 16. For example, if the routertransceiver units 34 a and 34 b are communicating network data 16 andthe router transceiver unit 34 a enters a failure condition, then thecontrol module 174 can direct the router transceiver unit 34 c in thesame set of router transceiver units 34 on the first vehicle 18 a tocommunicate the network data 16 with the router transceiver unit 34 b onthe second vehicle 18 b. The control module 174 can direct the thirdrouter transceiver unit 34 c to communicate the network data 16 with thesecond router transceiver unit 34 b. Similarly, the control module 174can direct the second router transceiver unit 34 b to communicate thenetwork data 16 with the third router transceiver unit 34 c.

FIG. 16 shows another configuration of the system 130. In theillustrated embodiment, the first router transceiver pair 132 and thesecond router transceiver pair 134 are configured in the same networkgroup (e.g., “Net Group #1”), but communicate over different physicalportions 136, 138 of the MU cable bus 26. For example, the first andthird router transceiver units 34 a, 34 c communicate network data 16between each other over the conductive pathways 120 of the firstphysical portion 136 of the MU cable bus 26 while the second and fourthrouter transceiver units 34 b, 34 d communicate network data 16 betweeneach other over the conductive pathways 120 of the distinct, secondphysical portion 136 of the MU cable bus 26. The network data 16 can becommunicated concurrently by the router transceiver pairs 132, 134, orone of the router transceiver pairs 132 may serve as a primarycommunicator of the network data 16 until entering a failure condition,at which point the other router transceiver pair 134 can take overcommunication of the network data 16.

In the illustrated embodiment, the first router transceiver pair 132 andthe second router transceiver pair 134 are configured in the samenetwork group (e.g., “Net Group #1”). For example, the routertransceiver units 34 a, 34 b, 34 c, 34 d may all be assigned orassociated with addresses that belong to the same network group.Additionally, the first and second router transceiver units 34 a, 34 bof the first router transceiver pair 132 and the third and fourth routertransceiver units 34 c, 34 d of the second router transceiver pair 134communicate network data 16 over the same physical portion 136 of the MUcable bus 26. For example, the first router transceiver pair 132 maycommunicate network data 16 between the vehicles 18 a, 18 b through theconductive pathways 120 of the physical portion 136 and the secondrouter transceiver pair 134 may communicate network data 16 between thevehicles 18 a, 18 b through one or more of the same conductive pathways120 of the physical portion 136.

In any configurations of the system 130, the router transceiver unitsand/or electronic components may be provided with standard networkswitching and routing functionality, and/or additional switches and/orrouters may be provided, to effectuate the orderly transmission of datain manner described. In the embodiments of FIGS. 13 and 14, eachelectronic component may be provided with two network addresses forcommunications across the different network groups.

FIG. 17 is a schematic diagram of a set 148 of router transceiver units150, 152 disposed on-board the same vehicle 18 in accordance with oneembodiment. The router transceiver units 150, 152 may represent therouter transceiver units disposed on the same vehicle 18 a or 18 b, suchas the router transceiver units 34 a, 34 c on the first vehicle 18 a orthe router transceiver units 34 b, 34 d on the second vehicle 18 b.

In the illustrated embodiment, the router transceiver units 150, 152 areredundant units. For example, each of the router transceiver units 150,152 may include a modem and chipset component 154, a power supply andisolation component 156, and routing circuitry 158 (“routingfunctionality”). The modem and chipset component 154 may includecircuitry that is conductively coupled with the MU cable bus 26. Themodem and chipset component 154 modulates data to be transmitted as thenetwork data 16 on the MU cable bus 26 and demodulates network data 16that is received from the MU cable bus 26. The power supply andisolation component 156 may include circuitry that receives electricenergy from the power source 144 and conveys the electric energy to theother components of the router transceiver units 150, 152 to power thecomponents. The routing circuitry 158 receives the data that isdemodulated from the network data 16 by the modem and chipset component154 and communicates the demodulated data to one or more of theelectronic components 32 disposed on-board the same vehicle 18 as theset 148 of the router transceiver units 150, 152.

FIG. 18 is a schematic diagram of a set 160 of router transceiver units162, 164 disposed on-board the same vehicle 18 in accordance withanother embodiment. The router transceiver units 162, 164 may representthe router transceiver units disposed on the same vehicle 18 a or 18 b,such as the router transceiver units 34 a, 34 c on the first vehicle 18a or the router transceiver units 34 b, 34 d on the second vehicle 18 b.

In the illustrated embodiment, the router transceiver units 162, 164 arepartially redundant units. For example, each of the router transceiverunits 162, 164 may include a separate modem and chipset component 154and a separate power supply and isolation component 156. The routingcircuitry 158 is shared by the router transceiver units 162, 164. Forexample, the router transceiver units 162, 164 may use the samecircuitry and conductive pathways of the routing circuitry 158 to directdemodulated data from the network data 16 to one or more components 32on the same vehicle 18 as the set 160.

FIG. 19 is a schematic diagram of a set 166 of router transceiver units168, 170 disposed on-board the same vehicle 18 in accordance withanother embodiment. The router transceiver units 168, 170 may representthe router transceiver units disposed on the same vehicle 18 a or 18 b,such as the router transceiver units 34 a, 34 c on the first vehicle 18a or the router transceiver units 34 b, 34 d on the second vehicle 18 b.

In the illustrated embodiment, the router transceiver units 168, 170 arepartially redundant units. For example, each of the router transceiverunits 168, 170 may include a separate modem and chipset component 154.The power supply and isolation component 156 and the routing circuitry158 are shared by the router transceiver units 168, 170. For example,the router transceiver units 168, 170 may use the same circuitry andconductive pathways of the routing circuitry 158 to direct demodulateddata from the network data 16 to one or more components 32 on the samevehicle 18 as the set 160. The router transceiver units 168, 170 may usethe same circuitry and conductive pathways of the power supply andisolation component 156 to receive power from the power supply 144. Forexample, the power supply and isolation component 156 may direct theelectric current from the power supply 144 to both modem and chipsetcomponents 154.

FIG. 20 is a flowchart of a method 1700 for communicating data in avehicle consist in accordance with one embodiment. The method 1700 maybe used in conjunction with one or more of the embodiments shown anddescribed in connection with FIGS. 13 through 16.

At 1702, a first router transceiver pair is provided in a vehicleconsist. For example, the first router transceiver pair 132 may beprovided by placing the first router transceiver unit 34 a on the firstvehicle 18 a and the second router transceiver unit 34 b on the secondvehicle 18 b. The router transceiver units 34 a, 34 b can be coupledwith one or more electronic components 32 on the first and/or secondvehicles 18 a 18 b.

At 1704, a redundant router transceiver pair is provided in the vehicleconsist. For example, the redundant router transceiver pair 134 may beprovided by placing the third router transceiver unit 34 c on the firstvehicle 18 a and the fourth router transceiver unit 34 d on the secondvehicle 18 b. The router transceiver units 34 c, 34 d can be coupledwith one or more of the electronic components 32 on the first and/orsecond vehicles 18 a, 18 b.

At 1706, the router transceiver pairs are conductively coupled with anMU cable bus that extends between and interconnects the first and secondvehicles of consist. For example, the first router transceiver unit 34 aof the first router transceiver pair 132 and the third routertransceiver unit 34 c of the redundant router transceiver pair 134 inthe first vehicle 18 a can be coupled to the MU cable bus 26. The secondrouter transceiver unit 34 b of the first router transceiver pair 132and the fourth router transceiver unit 34 d of the redundant routertransceiver pair 134 in the second vehicle 18 b can be coupled to the MUcable bus 26. In one embodiment, the router transceiver pairs 132, 134are coupled with different physical portions 136, 138 of the MU cablebus 26, as described above. Alternatively, the router transceiver pairs132, 134 can be coupled with the same or a common physical portion 136or 138 of the MU cable bus 26, also as described above.

At 1708, network data is communicated between the first and secondvehicles of consist using the first router transceiver pair through theMU cable bus. For example, the first router transceiver unit 34 a on thefirst vehicle 18 a can communicate network data 16 to the second routertransceiver unit 34 b on the second vehicle 18 b. Alternatively, adifferent combination of router transceiver units may be used tocommunicate network data between the vehicles. For example, at least oneof the router transceiver units 34 a, 34 c on the first vehicle 18 a cancommunicate network data 16 with at least one of the router transceiverunits 34 b, 34 d on the second vehicle 18 b.

At 1710, a determination is made as to whether one or more of the routertransceiver units is in a failure condition. For example, the monitormodule 142 on one or more of the vehicles 18 a, 18 b may determine ifone or more of the router transceiver units 34 a, 34 b, 34 c, 34 d isunable to communicate the network data 16. If one or more of the routertransceiver units 34 a, 34 b that is communicating the network data 16enters the failure condition, then the first transceiver unit 132 may beunable to continue communicating the network data 16. As a result, flowof the method 1700 proceeds to 1712. On the other hand, if the firsttransceiver pair 132 is not in the failure condition and is able tocontinue communicating the network data 16, then flow of the method 1700may return to 1708, where the first transceiver router pair 132continues to communicate the network data 16.

At 1712, at least one of the router transceiver units of the redundantrouter transceiver pair that is not in the failure condition is used tocommunicate the network data. For example, if the first routertransceiver unit 34 a is in the failure condition, then the third routertransceiver unit 34 c on the same vehicle 18 a may take overcommunication of the network data 16 to and from the vehicle 18 a. Asanother example, if the second router transceiver unit 34 b is in thefailure condition, then the fourth router transceiver unit 34 d on thesame vehicle 18 b may take over communication of the network data 16 toand from the vehicle 18 b.

In any of the embodiments set forth herein, the network data may beTCP/IP-formatted or SIP-formatted data. Additionally, each vehicle mayinclude a computer unit, with the computer units 32 a-32 c communicatingwith one another by transmitting the network data, formatted as TCP/IPdata or SIP data or otherwise, over the existing MU cable bus 26, andthe computer units thereby forming a computer network, e.g., anEthernet-type network.

Embodiments in this disclosure may be directed to systems and methodsfor data communications between remote rail vehicles of a multiple-unit(MU) rail vehicle configuration. In one embodiment, systems and methodsare provided for data communications through different data paths basedon operating conditions. For example, in a MU rail vehicle configurationwhere a lead control rail vehicle remotely controls operation of theother rail vehicles, data communications are sent from the lead controlrail vehicle directly to the other rail vehicles through a dedicated,narrow-band radio link, or the data communications are sent relayedthrough a wireless network provided by a wayside device to the remoterail vehicles based on operating conditions. In one example, datacommunications are relayed through the wireless network provided by thewayside device in response to not receiving a confirmation from a remoterail vehicle of receiving a data communication sent through the radiolink.

In another example, when the rail vehicle is in range to recognize thewireless network provided by the wayside device, data communications arerelayed through the wireless network, and when the rail vehicle does notrecognize the wireless network, the same data communications are sentthrough a different data communication path (e.g., data radio). Bydirecting data communications through different data communication pathsbased on operating conditions, the same data can be sent throughdifferent communication paths and the remote rail vehicles in a MU railvehicle configuration can remain in communication even as operatingconditions vary. Accordingly, data communication between remote railvehicles is made more reliable.

FIG. 21 is a schematic diagram of an example embodiment of a vehiclesystem, herein depicted as a vehicle system 1200, configured to travelon a rail 1202. The vehicle system 1200 is a multiple-unit (MU) railvehicle system including a plurality of rail vehicles, herein depictedas a lead control rail vehicle 1204 and a remote rail vehicle 1240. Thelead control rail vehicle 1204 and the remote rail vehicle 1240represent rail vehicles that provide tractive effort to propel thevehicle system 1200. In one example, the plurality of rail vehicles arediesel-electric vehicles that each include a diesel engine (not shown)that generates a torque output that is converted to electricity by analternator (not shown) for subsequent propagation to a variety ofdownstream electrical components, such as a plurality of traction motors(not shown) to provide tractive power to propel the vehicle system 1200.

Although only two rail vehicles are depicted, it will be appreciatedthat the rail vehicle system may include more than two rail vehicles.Furthermore, the vehicle system 1200 may include rolling stock that doesnot provide power to propel the vehicle system 1200. For example, thelead control rail vehicle 1204 and the remote rail vehicle 1240 may beseparated by a plurality of units (e.g., passenger or freight cars) thatdo not provide propulsion. On the other hand, every unit in the MU railvehicle system may include propulsive system components that arecontrollable from a single location. The rail vehicles 1204, 1240 arephysically linked to travel together along the rail 1202.

In the illustrated embodiment, the lead control rail vehicle 1204 mayinclude an on-board computing system 1206 to control operation of thevehicle system 1200. In particular, the on-board computing system 1206controls operation of a propulsion system (not shown) on-board the leadcontrol rail vehicle 1204 as well as provides control commands for otherrail vehicles in the rail vehicle system, such as the remote railvehicle 1240. The on-board computing system 1206 is operatively coupledwith a communication management system 1214 that, in turn, isoperatively coupled with a plurality of communication devices 1220. Whenthe on-board computing system 1206 generates data communications (e.g.,control commands), the communication management system 1214 determineswhich communication path (or device) to use for sending the datacommunications to the remote rail vehicle 1240.

In an embodiment, the on-board computing system 1206 may include apositive train control (PTC) system 1208 that may include a display1210, and operational controls 1212. The PTC system 1208 may bepositioned in a cabin of the lead control rail vehicle 1204 to monitorthe location and movement of the vehicle system 1200. For example, thePTC system 1208 may enforce travel restrictions including movementauthorities that prevent unwarranted movement of the vehicle system1200. Based on travel information generated by the vehicle system 1200and/or received through the plurality of communication devices 1220, thePTC system 1208 determines the location of the vehicle system 1200 andwhether and how fast it can travel based on the travel restrictions, anddetermines if movement enforcement is performed to adjust the speed ofthe rail vehicle (including ordering a full stop).

The travel information may include features of the railroad track (rail1202), such as geometry, grade, etc. Also, the travel information mayinclude travel restriction information, such as movement authorities andspeed limits, which can be travel zone or track dependent. The travelrestriction information can take into account rail vehicle system stateinformation such as length, weight, height, etc. In this way, railvehicle collisions, over speed derailments, incursions into work zones,and/or travel through an improperly positioned switch can be reduced orprevented. As an example, the PTC system 1208 may command the propulsionsystems of the lead control rail vehicle 1204 as well as to the otherrail vehicles, such as the remote rail vehicle 1240, to slow or stop thevehicle system 1200 to comply with a speed restriction or a movementauthority.

In one example, the PTC system 1208 determines location and movementauthority of the vehicle system 1200 based on travel information that isorganized into a database (not shown) that is stored in a storage deviceof the PTC system 1208. In one example, the database houses travelinformation that is updated by the remote office 1236 and/or the waysidedevice 1230 and is received by the communication management system 1214through one or more of the plurality of communication devices 1220. In aparticular example, travel information is received over a wirelessnetwork 1234 provided by a wireless access point 1233 of the waysidedevice 1230 through a wireless network device 1222.

The vehicle location information may be determined from GPS informationreceived through a satellite transceiver 1224. Another suitable sourceof location information is travel information received through a radiotransceiver 1226. In one example, the vehicle location information maybe determined from sensors, such as beginning of vehicle location andend of vehicle location sensors that are received through the radiotransceiver 1226 and/or multiple unit (MU) lines 1228 from other remotevehicles, such as the remote vehicle 1240 of the vehicle system 1200.

The display 1210 presents rail vehicle state information and travelinformation to an operator in the cabin of the lead control rail vehicle1204. In one example, the display 1210 presents a rolling map thatprovides an indication of the location of the vehicle system 1200 to theoperator. For example the rolling map may include a beginning of railvehicle location, an end of rail vehicle location, rail vehicle length,rail road track zone, mile post markers, wayside device location, GPSlocation, etc. The rolling map may be annotated with movement authorityregulations and speed restrictions.

The operational controls 1212 enable the operator to provide controlcommands to control operation of the vehicle system 1200. In oneexample, the operational controls 1212 include buttons, switches, andthe like that are physically actuated to provide input. In one example,the operational controls 1212 include a touch sensitive display thatsenses touch input by the operator. For example, the operationalcontrols 1212 include a speed control that initiates the sending ofcontrol commands to propulsion systems of the different rail vehicles ofthe vehicle system 1200. The speed control may include a throttle input,a brake input, and a reverse input. The operational controls 1212 mayinclude an automated control feature that automatically determinescontrol commands based on travel information received by the PTC system1208 to automatically control operation of the vehicle system 1200.

The communication management system 1214 determines which datacommunication path to use for sending and receiving data communicationsbetween remote rail vehicles of the vehicle system 1200 based onoperating conditions. For example, operating conditions may includeavailability of a data communications path. If a plurality of datacommunications paths is available, operating conditions may includeprioritization criteria for selecting a data communications path.Prioritization criteria may include a lowest cost data communicationspath that is available, a highest reliability data communications paththat is available, or a highest bandwidth data communications path thatis available. The plurality of communications paths may provideredundancy that enables the same data to be sent through different datapaths to enable data communication between vehicles even as operatingconditions vary.

Furthermore, the communication management system 1214 may manageoperation of resources distributed throughout the vehicle system and/orresources off-board the vehicle system to meet an operational load ofthe vehicle system. In one example, the operational load may includeprocessing tasks that are assigned to different computing systems of thevehicle system 1200, the wayside device 1230, and/or the remote office1236. In particular, the communication management system 1214 determineswhich processors are available and assigns processing tasks to availableprocessors to meet the operational load of the vehicle system 1200.Processing tasks may include determining location, determining brakingdistance, determining optimum speed, etc. In cases where processingtasks are performed off-board the vehicle system 1200, such as at aremote computing system 1232 of the wayside device 1230, datacommunications are sent from the lead control rail vehicle 1204 (oranother rail vehicle) to the wireless network 1234 through the wirelessnetwork device 1222. The remote computing system 1232 performs theprocessing task and the results are sent back to the lead control railvehicle 1204 on the wireless network 1234.

In another example, operational load may include a propulsive load thatis to be generated by the vehicle system to meet a desired speed. Inparticular, the communication management system 1214 determines thepropulsive capability of available rail vehicles and relays propulsionsystem control commands to on-board computers on selected rail vehiclesthrough the wireless network 1234 provided by the wayside device 1230 tothe selected rail vehicles so as to collectively generate enoughtractive power to meet the desired speed. If the speed is lower than thecollective capability of the plurality of rail vehicles of the vehiclesystem 1200, then control commands are relayed to some selected railvehicle while others remain dormant. As operation load varies, thecontrol commands can be sent to the dormant rail vehicles to provideadditional capability.

Furthermore, the communication management system 1214 switchesoperational control of the vehicle system between on-board computers ofdifferent rail vehicles of the vehicle system based on operatingconditions. In one example, in response to degradation of the on-boardcomputing system 1206 on the lead control vehicle 1204 (the on-boardcomputing system thereby being a degraded computing system), thecommunication management system commands initialization of an on-boardcomputing system on a different rail vehicle, such as remote railvehicle 1240, to take control of operation of the vehicle system.

The communication management system may include a processor 1216 and anon-transitive storage device 1218 that holds instructions that whenexecuted perform operations to control the communication managementsystem. For example, the storage device may include instructions thatwhen executed by processor 1216 perform methods described in furtherdetail below with reference to FIGS. 24-28.

As discussed above, the vehicle system is equipped with a plurality ofdifferent communication devices 1220 that form different datacommunication paths between rail vehicles of the vehicle system as wellas data communication paths off-board the vehicle system such as withthe wayside device 1230 and/or the remote office 1236. The communicationmanagement system may determine which communication device to use fordata communications based on operating conditions. The plurality ofcommunications devices 1220 may include a wireless network device 1222,a satellite transceiver 1224, a radio transceiver 1226, andmultiple-unit (MU) lines 1228.

The wireless network device 1222 may dynamically establish a wirelesscommunication session with a wireless network, such as the wirelessnetwork 1234 provided by the wireless access point 1233 of the waysidedevice 1230, to send and receive data communications between differentrail vehicles of the vehicle system 1200. As the vehicle system travelsthrough different travel zones, the wireless network device 1222 detectsdifferent wireless network access points provided by wayside devices orother communication devices along the railroad track (rail 1202).

A single wireless network may cover a travel territory, and differentwayside devices provide access points to the wireless network.Non-limiting examples of protocols that the wireless network device 1222follows to connect to the wireless network 1234 include IEEE 802:11,Wi-Max, Wi-Fi, etc. The wireless network device 1222 may generate aunique identifier that points to a particular vehicle system. The uniqueidentifier is employed in data communication messages of rail vehiclesin the vehicle system so that wireless network devices on rail vehiclesof the same rail vehicle system appropriately identify and receivemessage intended for them. By relaying intra-vehicle data communicationsthrough the wireless network 1234, data communication is made morereliable, especially in conditions where direct radio communication canbe lost.

The satellite transceiver 1224 sends and receives data communicationsthat are relayed through a satellite. In one example, the satellitetransceiver 1224 communicates with the remote office 1236 to send andreceive data communications including travel information and the like.In one example, the satellite transceiver 1224 receives rail vehiclesystem location information from a third-party global position system todetermine the location of the rail vehicle system. In one example, thecommunication management system assigns processing tasks to a remotecomputing system 1238 at the remote office 1236 and the datacommunications are sent and received through the satellite transceiver1224.

The radio transceiver 1226 provides a direct radio frequency (RF) datacommunications link between rail vehicles of the vehicle system 1200.For example, the radio transceiver 1226 of the lead control rail vehicle1204 sends a data communication that is received by a radio transceiveron the remote rail vehicle 1240. In one example, the vehicle system mayinclude repeaters to retransmit direct RF data communications betweenradio transceivers. In one example, the radio transceiver 1226 mayinclude a cellular radio transceiver to enable data communications,through a third-party, to remote sources, such as the remote office1236.

In some embodiments, the radio transceiver 1226 may include a cellularradio transceiver (e.g., cellular telephone module) that enables acellular communication path. In one example, the cellular radiotransceiver communicates with cellular telephony towers locatedproximate to the track. For example, the cellular transceiver enablesdata communications between the vehicle system and the remote office1236 through a third-party cellular provider. In one embodiment, each oftwo or more rail vehicles in the system (e.g., consist) has a respectivecellular radio transceiver for communications with other rail vehiclesin the system through the third-party cellular provider.

The multiple-unit (MU) lines 1228 may provide wired power connectionsbetween rail vehicles of the vehicle system 1200. In one example, the MUlines 1228 include 27 pin cables that connect between each of the railvehicles. The MU lines 1228 supply 74 Volt direct current (DC), 1 Amppower to the rail vehicles. As another example, the MU lines supply 110Volt DC power to the rail vehicles. The power signal sent through the MUlines 1228 is modulated to provide additional data communicationscapability. In one example, the power signal is modulated to generate a10 M/second information pipeline. Non-limiting examples of datacommunications passed through the MU lines 1228 may include travelinformation, rail vehicle state information and rail vehicle controlcommands, such as reverse, forward, wheel slip indication, engine run,dynamic brake control, etc.

The wayside device 1230 may embody different devices located along arailroad track (rail 1202). Non-limiting examples of wayside devicesinclude signaling devices, switching devices, communication devices,etc. The wayside device 1230 may include the remote computing system1232. In one example, the remote computing system 1232 provides travelinformation to the vehicle system 1200. In one example, the remotecomputing system 1232 is assigned a processing task by the communicationmanagement system in the event that available on-board processingcapabilities of the rail vehicle system do not meet the operational loadof the vehicle system 1200. The wayside device 1230 may include thewireless access point 1233 which allows the wireless network device 1222as well as wireless network devices on other rail vehicles in range toconnect to the wireless network 1234. The communication managementsystem on-board rail vehicles of the vehicle system dynamicallyestablish network sessions with the wireless network 1234 through thewireless network device 1222 to relay data communication between railvehicles of the vehicle system 1200.

In some embodiments, under some conditions, information and/oroperations are transferred between wayside devices by relayingcommunication over the network and through the rail vehicle system. Forexample, data communications are sent from the wayside device 1230,through the network 1234, to the wireless network device 1222, and thedata communications are relayed by the wireless network device 1222 to aremote wayside device 1248 that is in data communication range. In somecases, the rail vehicle system extends the data communication range ofthe wayside devices due to the length of consist. In some cases, thewayside device 1230 sends data communications through the network 1234to the remote wayside device 1248 without relaying the datacommunications through the wireless network device 1222. In one example,two wayside devices are configured to perform similar or equivalentoperations, and in response to degradation of one of the waysidedevices, the functionality of the degraded wayside device is transferredto the other wayside device, by sending data communications over thewireless network and relayed through the wireless network device of therail vehicle system.

For example, two signaling light processing units are positioned withincommunication range of the rail vehicle system, upon degradation of oneof the signaling light processing units, processing operations for thedegraded signal light processing unit are transferred over the wirelessnetwork to the functioning signaling light processing unit to carry outthe processing operations to maintain operation of the signaling lighthaving the degraded processing unit.

Furthermore, in some cases, functionality or processing operations maybe transferred from a wayside device to the rail vehicle system. Forexample, the remote computing system 1232 of the wayside device 1230 maycalculate a braking curve for a section of track. Upon degradation ofthe remote computing system 1232, the wayside device 1230 transfers,through the wireless network 1234, the brake curve calculation to theon-board computing system 1206. Accordingly, the on-board computingsystem 1206 calculates the brake curve in order to maintainfunctionality that would otherwise be lost due to degradation of theremote computing system 1232. As another example, a switch is configuredto calculate a setting or block occupancy. Upon degradation of theswitch, the setting or block occupancy calculation is transferred,through the wireless network 1234, to the on-board computing system1206. By relaying data communications between remote wayside devicesthrough a rail vehicle, processing operation can be transferred betweendifferent wayside devices. Moreover, by establishing a wireless networksession between a wayside device and a rail vehicle system, waysidedevice processing operations can be transferred from a wayside device toprocessing resources of a rail vehicle system. Accordingly, datacommunications and processing operations is made more robust sincefunctionality is maintained even upon degradation of a rail vehicle orwayside device component.

The remote office 1236 may include the remote computing system 1238. Inone example, the remote computing system 1238 provides travelinformation to the vehicle system 1200, such as a travel database thatis downloaded to the on-board computing system 1206. In one example, theremote office 1236 communicates directly with the vehicle system (e.g.,through satellite transceiver 1224). In one example, the remote office1236 relays data communications through the wireless network 1234 of thewayside device 1230 to the vehicle system 1200. In one example, theremote computing system 1238 is assigned a processing task by thecommunication management system in the event that available on-boardprocessing capabilities of the rail vehicle system do not meet theoperational load of the vehicle system 1200.

In some embodiments, the components in the lead control rail vehicle1204 are replicated in each rail vehicle in the vehicle system 1200. Forexample, the remote rail vehicle 1240 may include an on-board computingsystem 1244 that is operatively coupled with a communication managementsystem 1246 that, in turn, is operatively coupled with a plurality ofcommunication devices 1242. For example, the plurality of communicationdevices may include a wireless network device, a satellite transceiver,a radio transceiver and MU lines. These components provide equivalentfunctionality and capability as the instances on the lead control railvehicle 1204. By replicating the components on each rail vehicle, eachrail vehicle is capable of communicating and/or controlling the otherrail vehicles in the vehicle system 1200. Accordingly, operation of thevehicle system may be more flexible and reliable. Note in someembodiments, one or more of the communication devices may be omittedfrom a rail vehicle.

FIG. 22 is a flow diagram of an example embodiment of a method 200 forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a MU rail vehicle system. In one example, themethod 200 is performed by the communication management system of thevehicle system depicted in FIG. 21.

At 202, the method 200 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system is functioning properly and whether or notthe on-board computing system is controlling operation of remote railvehicles of the rail vehicle system. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information.

At 204, the method 200 may include determining if the rail vehiclesystem is in a coverage range of a wireless network provided by awayside device. In one example, the wireless network device 1222 detectswireless network coverage by receiving wireless network signals from awayside device. If it is determined that wireless network coverage isdetected, the method moves to 206. Otherwise, the method moves to 210.

At 206, the method 200 may include dynamically establishing a datacommunication session with the detected wayside wireless network. In oneexample, establishing the data communication session may includeassigning a unique address to the rail vehicle system, so that railvehicles in the rail vehicle system can identify messages intended forthe rail vehicles as opposed to message intended for another railvehicle system. The unique address may include a symbol for the railvehicle system or unique attribute of rail vehicle system.

At 208, the method 200 may include relaying data communications throughthe wayside wireless network to a remote rail vehicle of the railvehicle system and/or a remote wayside device. In one example, thecommunication management system sends data communications through thewireless network device 1222 to the wireless access point 1233.Subsequently, the data communications are relayed over the wirelessnetwork 1234 to a wireless network device of a remote rail vehicle. Forexample, the wireless access point 1233 sends the data communications tothe wireless network device of the remote rail vehicle. In one example,the data communications include control commands to remotely controloperation of the remote rail vehicle. In one example, datacommunications are sent from the wayside device 1230, over the wirelessnetwork 1234 and relayed through the wireless network device 1222, tothe remote wayside device 1248.

At 210, the method 200 may include sending data communication through analternative communication path to the remote rail vehicle. Since thereis insufficient wireless network coverage, the communication managementsystem selects a different communication device to send the datacommunications to the remote rail vehicle. Insufficient network coveragemay include little or no network coverage that would make datacommunication through the wireless network less reliable. In oneexample, the communication management system sends data communicationthrough the radio transceiver 1226 to the remote rail vehicle. In oneexample, the communication management system sends data communicationsthrough the MU lines 1228 to the remote rail vehicle. Note the same datais sent through the different communication paths to enable datacommunication between rail vehicles of the vehicle system 1200.

The described method enables intra-train data communications to be sentfrom one rail vehicle in a MU rail vehicle system (e.g., consist),relayed through a wayside wireless network, and received by a remoterail vehicle of the MU rail vehicle system. By relaying intra-train datacommunications through the wayside wireless network when networkcoverage is available, the reliability of data communications can beimproved by the established data communications session. Moreover, theabove-described method enables flexible operation by sending datacommunications through another communication path when wireless networkcoverage is not available.

FIG. 23 is a flow diagram of an example embodiment of a method 220 forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a MU rail vehicle system in response to a lossin data communications through an alternative data path. In one example,the method is performed by the communication management system of thevehicle system depicted in FIG. 21.

At 222, the method 220 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system is functioning properly and whether or notthe on-board computing system is controlling operation of remote railvehicles of the rail vehicle system. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information.

At 224, the method 220 may include sending data communications through aselected communication path to a remote rail vehicle in the MU railvehicle system. In one example, the selected data communication path mayinclude a direct RF link to the remote rail vehicle, where datacommunications are sent through the radio transceiver 1226.

At 226, the method 220 may include determining if data communicationsfeedback is received. In one example, data communications feedback mayinclude a confirmation received from the remote rail vehicle indicatingthat the remote rail vehicle received the data communications. In oneexample, where the data communications include control commands, thedata communications feedback may include an adjustment in operation ofthe remote rail vehicle. If it is determined that data communicationfeedback is received, the method 220 moves returns to 224. Otherwise,the method 220 moves to 228.

In one example, data communications are sent through a direct RF linkbetween remote rail vehicles. However, various conditions may cause aloss of data communications. For example, a rail vehicle systemconfiguration, such as a very long consist where there is a largedistance between rail vehicles, may cause a loss of data communicationsthrough the direct RF link. As another example, geography, such asterrain that does not reflect a radio signal to a remote vehicle, maycause a loss of data communications through the direct RF link.

At 228, the method 220 may include relaying data communications throughthe wayside wireless network to a remote rail vehicle of the railvehicle system and/or a remote wayside device. The same data is relayedthrough the wayside wireless network in response to a loss of datacommunications by an alternative data communications path. In oneexample, the communication management system sends data communicationsto the wireless network 1234 through the wireless network device 1222.Subsequently, the wireless network 1234 relays the data communicationsto a wireless network device of a remote rail vehicle. In one example,the data communications include control commands to remotely controloperation of the remote rail vehicle. In one example, datacommunications are sent from the wayside device 1230, over the wirelessnetwork 1234 and relayed through the wireless network device 1222, tothe remote wayside device 1248.

By relaying data communications through a wayside wireless network inresponse to a loss of data communications by an alternative datacommunications path (e.g., a direct RF link), intra-train datacommunication can be achieved between remote rail vehicles even whenoperating conditions prevent communication by the alternatecommunications path. Accordingly, intra-train data communications andremote control of rail vehicles in a multi-unit rail vehicle system ismade more robust and reliable as operating conditions vary.

FIG. 24 is a flow diagram of an example embodiment of a method 240 fortransferring control to a rail vehicle of a MU rail vehicle systemthrough a wayside wireless network. In one example, the method 240 isperformed by the communication management system of the vehicle systemdepicted in FIG. 21.

At 242, the method 240 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system is functioning properly and whether or notthe on-board computing system is controlling operation of remote railvehicles of the rail vehicle system. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information.

At 244, the method 240 may include determining if the on-board computingsystem is degraded. In one example, the degradation determination ismade responsive to setting of a localized flag indicating a component ofthe on-board computing system is not functioning properly. In oneexample, the degradation determination is made based on unresponsivenessto control adjustment made manually or automatically. If it isdetermined that the on-board computing system is degraded, the method240 moves to 246. Otherwise, the method 240 returns to other operations.

At 246, the method 240 may include sending a notification, through thewayside wireless network, indicating degradation of the on-boardcomputing system. In some cases, the notification is relayed to otherremote rail vehicles of the rail vehicle system. In some cases, thenotification is relayed to a remote office. In one example, thenotification may include a signal commanding an alarm to sound to notifyan operator locally or remotely.

At 248, the method 240 may include sending a command, through thewayside wireless network, to initialize a remote computing system tocontrol the rail vehicle system. In one example, the initializationcommand is sent to a remote computing system located off-board the railvehicle system, such as at a remote office to control the rail vehiclesystem remotely. In one example, the initialization command is sent toanother on-board computing device located in a different rail vehicle ofthe rail vehicle system. Since each rail vehicle is equipped with thesame or a similar set of components, control of the rail vehicle systemcan be transferred from an on-board computing system on one rail vehicleto an on-board computing system on another rail vehicle.

By transferring operational control from an on-board computing system toa remote computing system through the wayside wireless network based ondegradation of the on-board computing system, operation control of therail vehicle system can be maintained even when a controlling on-boardcomputing system becomes degraded. In this way, the rail vehicle is mademore robust.

FIG. 25 is a flow diagram of an example embodiment of a method 260 fordistributing operational tasks to different resources of a MU railvehicle system through a wayside wireless network responsive to resourcedegradation. In one example, the method 260 is performed by thecommunication management system of the vehicle system depicted in FIG.21. In another example, the method 260 is performed by the remotecomputing system 1232 of the wayside device 1230 depicted in FIG. 21.

At 262, the method 260 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system or a remote computing system of the railvehicle system is functioning properly. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information. Determiningoperating conditions may include determining the collective capabilitiesof resources of the rail vehicle system. In one example, the collectivecapabilities include processing capabilities of available computingsystems on-board or off-board the rail vehicle system. In one example,the collective capabilities include available propulsive/brakingcapabilities of the rail vehicles in the rail vehicle system. Forexample, the propulsive capabilities include the torque outputcapability of each traction motor of the rail vehicle system based onoperating conditions.

At 264, the method 260 may include sending, through the wayside wirelessnetwork, operational task assignments to distributed resources of therail vehicle system to meet an operational load. In cases where theoperational load is a processing load, processing tasks are assigned toavailable processing resources of different remote computing systems. Insome cases, the remote computing systems are on-board computing systemlocated on remote rail vehicles of the rail vehicle system. In somecases, the remote computing systems are off-board computing systemslocated at the remote office or in the wayside device. In cases wherethe operational load is a propulsive/braking load, such as a torqueoutput or brake demand to meet a desired travel speed, the operationaltasks include a desired propulsive/brake output to be produced by eachremote rail vehicle in order for the rail vehicle system to meet thedesired travel speed.

At 266, the method 260 may include determining if a rail vehicle systemor wayside device resource is degraded. In one example, the rail vehicleor wayside device resource may include a processing resource of acomputing system the can become degraded or unavailable. In one example,the rail vehicle resource may include a propulsive/brake resource, suchas a traction motor or an air brake. If it is determined that the railvehicle system resource is degraded, the method 260 moves to 268.Otherwise, the method 260 returns to 264.

At 268, the method 260 may include determining if a spare rail vehiclesystem resource is available. Under some conditions, the entirety of thecapabilities of the rail vehicle system resources are not used to meetthe operational load, thus additional resources are available for use.If it is determined that a spare rail vehicle system resource isavailable for use, the method 260 moves to 270. Otherwise, the method260 moves to 272.

At 270, the method 260 may include re-assigning, through the waysidewireless network, the operational task from the degraded rail vehiclesystem resource to the spare rail vehicle system resource. In oneexample where the operational task is a processing task, re-assigningmay include sending a command for a remote computing system on-board oroff-board of the rail vehicle system to perform the processing task. Inone example where the operational task is a propulsive/braking output,re-assigning may include sending a command for a sparepropulsive/braking resource to adjust operation to meet thepropulsive/braking output.

At 272, the method 260 may include adjusting rail vehicle systemoperation to reduce the operational load to comply with the reducedcapability of the distributed rail vehicle system resources. In oneexample where the operational load is a processing load, adjusting railvehicle operation may include cancelling a processing task or delaying aprocessing task from being carried out until a processing resourcebecomes available. In one example where the operational load is apropulsive/brake load, adjusting rail vehicle operation may includereducing travel speed or operating a different brake component.Furthermore, in cases where the operational load is less than thecollective capability of the remaining distributed resources, theoperational task can be re-assigned to a remaining available resource.

By re-assigning operational tasks to distributed resources of the railvehicle system and/or a wayside device in response to resourcedegradation or unavailability, the operational load is still met by theremaining resources. In this way, the rail vehicle system is made morerobust since operation is maintained even when a rail vehicle systemresource degrades. Moreover, by sending data communications through thewayside wireless network, which has a high data rate transportcapability, the data communication path has the capacity to handle theintra-train data communications.

FIG. 26 is a flow diagram of an example embodiment of a method 280 fordistributing operational tasks to different remote resources of a MUrail vehicle configuration through a wayside wireless network responsiveto a change in operational load. In one example, the method 280 isperformed by the communication management system of the vehicle systemdepicted in FIG. 21.

At 282, the method 280 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system or a remote computing system of the railvehicle system is functioning properly. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information. Determiningoperating conditions may include determining the collective capabilitiesof resources of the rail vehicle system. In one example, the collectivecapabilities include processing capabilities of available computingsystems on-board or off-board the rail vehicle system. In one example,the collective capabilities include available propulsive/brakingcapabilities of the rail vehicles in the rail vehicle system. Forexample, the propulsive capabilities include the torque outputcapability of each traction motor of the rail vehicle system based onoperating conditions.

At 284, the method 280 may include sending, through the wayside wirelessnetwork, operational task assignments to distributed resources of therail vehicle system to meet an operational load. In cases where theoperational load is a processing load, processing tasks are assigned toavailable processing resources of different remote computing systems. Insome cases, the remote computing systems are on-board computing systemlocated on remote rail vehicles of the rail vehicle system. In somecases, the remote computing systems are off-board computing systemslocated at the remote office or in the wayside device. In cases wherethe operational load is a propulsive/braking load, such as a torqueoutput or brake demand to meet a desired travel speed, the operationaltasks include a desired propulsive/brake output to be produced by eachremote rail vehicle in order for the rail vehicle system to meet thedesired travel speed.

At 286, the method 280 may include determining if the operational loadis increased. In cases where the operational load is a processing load,the operational load is increased when another processing task isgenerated and needs to be carried out. Non-limiting examples ofprocessing tasks include, calculating brake distance, determininglocation, determining railroad track state, calculating speed foroptimum fuel efficiency, etc. In cases where the operational load apropulsive load, the operational load is increased when the output(e.g., torque, speed) demand is increased. If it is determined that theoperational load is increased, the method 280 moves to 288. Otherwise,the method 280 returns to 284.

At 288, the method 280 may include determining if a spare rail vehiclesystem resource is available. Under some conditions, the entirety of thecapabilities of the rail vehicle system resources are not used to meetthe operational load, thus additional resources are available for use.If it is determined that a spare rail vehicle system resource isavailable for use, the method 280 moves to 290. Otherwise, the method280 moves to 292.

At 290, the method 280 may include assigning, through the waysidewireless network, the operational task associated with the increase inoperational load to the spare rail vehicle system resource. In oneexample where the operational task is a processing task, assigning mayinclude sending a command for a remote computing system on-board oroff-board of the rail vehicle system to perform the processing task. Inone example where the operational task is a propulsive/braking output,assigning may include sending a command for a spare propulsive/brakingresource to adjust operation to meet the propulsive/braking output. Insome cases, a plurality of resources is commanded to adjust operation tocollectively meet the increase in operational load.

At 292, the method 280 may include adjusting rail vehicle systemoperation to reduce the operational load to comply with the capabilityof the distributed rail vehicle system resources. In one example wherethe operational load is a processing load, adjusting rail vehicleoperation may include cancelling a processing task or delaying aprocessing task from being carried out until a processing resourcebecomes available. In one example where the operational load is apropulsive/brake load, adjusting rail vehicle operation may includereducing output (e.g., torque demand, speed demand) or operating adifferent brake component. Furthermore, in cases where the operationalload is less than the collective capability of the remaining distributedresources, the operational task can be assigned to a remaining availableresource.

By assigning new operational tasks to distributed resources of the railvehicle system in response to an increase in operational load, theoperational load is met even as operating conditions vary. In this way,the rail vehicle system is made more robust. Moreover, by sending datacommunications through the wayside wireless network, which has a highdata rate transport capability, the data communication path has thecapacity to handle the intra-train data communications, as opposed toother data communication paths that have less bandwidth and do not havethe capacity to handle some levels of data communications.

This written description uses examples to disclose the invention,including the best mode, and also to enable a person of ordinary skillin the relevant art to practice the invention, including making andusing any devices or systems and performing any incorporated methods.The patentable scope of the invention is defined by the claims, and mayinclude other examples that occur to those of ordinary skill in the art.Such other examples are intended to be within the scope of the claims ifthey have structural elements that do not differ from the literallanguage of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal languages ofthe claims.

Embodiments of the inventive subject matter described herein generallyrelate to systems and methods for communicating data with electroniccomponents of wayside devices disposed along a route of a vehicle, suchas a rail vehicle or rail vehicle consist. One or more wayside devicesmay be disposed at or near the route of the rail vehicles. The waysidedevice can be used to control operations of the route, such as bycontrolling a switch at an intersection of two or more divergingsections of track, raising or lowering a crossing gate to allow orprevent vehicles and pedestrians from crossing the track, respectively,and the like. Other wayside devices can be used to control or impactoperations of the rail vehicles, such as by providing visual signals tooperators on the rail vehicles to proceed, slow down, or stop movementof the rail vehicles, providing control signals (e.g., positive traincontrol, or PTC) to the rail vehicles to control tractive operations ofthe rail vehicles, and the like. Other wayside devices can includesensors that monitor one or more parameters of the route and/or the railvehicles, such as hot box detectors that monitor axle and/or wheelbearing temperatures of the rail vehicles as the rail vehicles travelalong the track. The wayside devices can be coupled with electroniccomponents that control operations of the wayside devices. The aboveexamples of wayside devices are not intended to limit all embodiments ofthe presently described subject matter. For example, one or more otherwayside devices may be used in connection with one or more of theembodiments described herein.

In one embodiment, router transceiver units are operatively coupled withthe electronic components of the wayside devices and with a power supplyconductor that delivers electric current to the electronic componentsand/or other electronic apparatuses other than the electroniccomponents. The power supply conductor may be an existing MU cable bus,such as the MU cable bus 26 shown in FIG. 1. The electric currentsupplied to the electronic components and/or apparatuses powers theelectronic components and/or apparatuses. The router transceiver unitscommunicate (e.g., transmit and/or receive) network data through thepower supply conductor. The router transceiver units may communicate thenetwork data at or during the same time when the electronic componentsor other electronic apparatuses are receiving power from the powersupply conductor. For example, the network data may be piggybacked, ortransmitted on top of, the current that is supplied through the powersupply conductors to power the electronic components and/or apparatuses.Alternatively, the router transceiver units may communicate the networkdata at times when the electronic components or other electronicapparatuses are not receiving power from the power supply conductor.

In one embodiment, the network data may be transmission controlprotocol/Internet protocol (TCP/IP) formatted data. Alternatively,another communication protocol may be used. The network data may betransmitted over a pre-existing power supply conductor that previouslywas coupled with the electronic components and/or apparatuses. Forexample, the power supply conductors used to transmit the network datamay include one or more separate or interconnected buried or exposedpower distribution cables, aerial pole lines, and/or cables that areconductively coupled with a commercial power grid.

Several electronic components of the wayside devices disposed atdifferent locations may be conductively interconnected by one or morepower supply conductors in a computer network. The router transceiverunits of the electronic components may communicate network data witheach other using the power supply conductors. In one embodiment, thenetwork is an Ethernet computer network. One or more of the electroniccomponents may be network enabled devices (e.g., Ethernet devices) thatgenerate or create network data for communication to the routertransceiver units. Alternatively, one or more of the electroniccomponents may be non-network enabled devices (e.g., analog devices)that generate or create non-network data (e.g., analog data) forcommunication to the router transceiver units. The router transceiverunits may convert the non-network data (e.g., analog data) to networkdata and transmit the network data through the power supply conductor.

The electronic components may automatically obtain or create data thatis communicated by the router transceiver units as network data throughthe power supply conductor. For example, the electronic components mayperiodically obtain or create data and/or may obtain or create the dataafter detection of an event (e.g., a measured characteristic exceeds orfalls below a threshold). The data obtained or created by the electroniccomponents may relate to operation of the associated wayside devices.For example, the data can include sensor data, diagnostic information,alarm information, indication of a status (e.g., on, off, color of alight illuminated by the wayside device, and the like) of the waysidedevice, indication of a condition (e.g., in need of repair ormaintenance, not in need of repair or maintenance, broken, and thelike), or other information.

One or more of the electronic components can include one or more sensorsthat obtain diagnostic information and/or alarm information related toan associated wayside device, the track, and/or the rail vehicle. Therouter transceiver units can transmit the diagnostic information and/oralarm information with other router transceiver units and/or to a commonnode in the network. The common node can be a centralized or distributedmonitoring station that receives the diagnostic information, alarminformation, and/or other information from the electronic components inthe network to monitor operations in the network.

FIG. 27 is a schematic diagram of one embodiment of a communicationsystem 1000. The system 1000 may include several electronic components1002 and several router transceiver units 1004 communicatively coupledwith the electronic components 1002. “Communicatively coupled” mayinclude connecting an electronic component 1002 with a routertransceiver unit 1004 by one or more wired and/or wireless communicationlinks such that data can be communicated between the electroniccomponent 1002 and the router transceiver unit 1004. The electroniccomponents 1002 are generally referred to by the reference number 1002and are individually referred to by the reference numbers 1002 a, 1002b, 1002 c, and so on. The router transceiver units 1004 are generallyreferred to by the reference number 1004 and are individually referredto by the reference numbers 1004 a, 1004 b, 1004 c, and so on.

The electronic components 1002 are operatively coupled with waysidedevices 1006. For example, an electronic component 1002 can be operablyor operatively coupled with a wayside device 1006 by one or moremechanical, wired, and/or wireless connections such that the electroniccomponent 1002 can control one or more operations of the wayside device1006 and/or communicate data with the wayside device 1006. The waysidedevices 1006 are generally referred to by the reference number 1006 andare individually referred to by the reference numbers 1006 a, 1006 b,1006 c, and so on. The wayside devices 1006 are positioned along a route1010 of a rail vehicle 1008, such as a train, locomotive, and/or railvehicle consist. Alternatively, the wayside devices 1006 may bepositioned along a route of another type of vehicle or vehicle consist.In the illustrated embodiment, the wayside devices 1006 are disposedalongside a track that defines the route 1010 of the rail vehicle 1008.The wayside devices 1006 may be located within the right of wayassociated with the route 1010, such as by being disposed within apredetermined distance from the route 1010. For example, the waysidedevices 1006 may be no greater than sixty feet from the route 1010.Alternatively, the wayside devices 1006 may be a different distance fromthe route 1010.

The wayside devices 1006 and the electronic components 1002 perform oneor more operations in connection with the rail vehicle 1008 and/or route1010. For example, the wayside devices 1006 a, 1006 e may include railsignal devices that illuminate to convey information or directions to anoperator of the rail vehicle 1008. The wayside devices 1006 a, 1006 ecan include lamps that are illuminated in different colors, such asgreen, yellow, and/or red to indicate “ok to proceed,” “prepare tostop,” and “stop,” respectively, to the operator. The wayside device1006 b may include a sensor that detects a condition of the rail vehicle1008 and/or the route 1010. For example, the wayside device 1006 b mayinclude a hot box detector that monitors thermal energy or temperatureof wheels, axles, bearings, and the like, of the rail vehicle 1008. Asanother example, the wayside device 1006 b may include another type ofdefect detector that monitors the rail vehicle 1008, such as a draggingequipment detector, a wheel impact detector, a sliding wheel detector, ahigh car detector, a shifted load detector, a weighing in motiondetector, a wide load detector, and the like. The wayside device 1006 bmay monitor the route 1010, such as by including a sensor that detects aposition or state of a switch between diverging sections of the route1010. In another embodiment, the wayside device 1006 b can represent aPTC device, such as a device that transmits signals to speed controlunits disposed on board the rail vehicle 1008 to control the speed ofthe rail vehicle 1008. The wayside device 1006 b may transmit thesignals wirelessly or through rails of the track to the rail vehicle1008.

The wayside device 1006 c may represent a track switch disposed at anintersection of diverging sections of the route 1010. For example, thewayside device 1006 c may move a portion of the track between pluralpositions in order to change the direction that the route 1010 follows.The wayside device 1006 d can represent a road crossing warning system,such as a gate that raises or lowers to allow or permit, respectively,vehicles and pedestrians to cross the route 1010. The wayside devices1006 described herein and the number of wayside devices 1006 areprovided as examples. One or more other wayside devices 1006 and/or adifferent number of one or more of the wayside devices 1006 may be used.

The electronic components 1002 can control one or more operations of thewayside device 1006 and/or communicate data with the wayside device1006. The electronic components 1002 may include logic-based devicesthat perform the operations and/or direct the wayside device 1006 toperform the operations. Examples of such logic-based devices includecomputer processors, controllers, hard-wired logic, application specificintegrated circuits (ASICs), and the like. One or more of the electroniccomponents 1002 may generate diagnostic information and/or alarminformation related to the rail vehicle 1008 and/or the route 1010(e.g., the track). For example, the electronic component 1002 b that iscoupled with the wayside device 1006 b that can represent a defectsensor or detector may generate information related to one or moredefects of the rail vehicle 1008 or route 1010 (e.g., the track) asdiagnostic information. If one or more of the defects that is detectedby the wayside device 1006 b indicates an alarm condition (e.g., abearing temperature that exceeds a threshold), then the electroniccomponent 1002 b can generate alarm information that represents thealarm condition. In another embodiment, the electronic components 1002may receive the diagnostic information from the wayside devices 1006 andperform the alarming analysis (e.g., processing of the diagnosticinformation to determine if an alarm condition exists) on the receiveddiagnostic information.

In the illustrated embodiment, the electronic components 1002 areconductively coupled with power supply conductors 1012 that supplyelectric current to the electronic components 1002 to power theelectronic components 1002 and/or the wayside devices 1006. In anembodiment, the power supply conductors 1012 may be portions of the MUcable bus 26, shown in FIG. 1. The power supply conductors 1012 mayrepresent one or more buried or exposed power distribution cables,aerial pole lines, cables conductively coupled with a commercial powergrid 1014, and the like. Alternatively, the power supply conductors 1012may represent one or more conductors that interconnect a plurality ofthe router transceiver units 1004 in a serial (e.g., daisy chain) orparallel manner to form a network. The commercial power grid 1014 mayinclude one or more networks of power supply conductors 1012 thatdeliver electric current to customers (e.g., businesses and/or homes) inexchange for a fee. Alternatively, one or more of the electroniccomponents 1002 may not be coupled with the power supply conductors1012. For example, the electronic components 1002 may receive electricpower from another source, such as a battery, solar panel, wind turbine,and the like. The power supply conductors 1012 may supply electriccurrent to one or more of the electronic components 1002 and/or one ormore other electronic apparatuses 1016, 1018. The electronic apparatuses1016, 1018 can represent a device that is powered by the electriccurrent received by the power supply conductors 1012 but that does notperform one or more of the functions of the wayside devices 1006. In oneembodiment, the power supply conductors 1012 may include one or moreconductors that supply power to the rail vehicles 1008 and/or otherconductors disposed along the route 1010. For example, in oneembodiment, the power supply conductors 1012 may be conductors otherthan a running rail of a track on which the rail vehicle 1008 travels, apowered rail from which the rail vehicle 1008 receives (e.g., a poweredthird rail that supplies electric power to a shoe of the rail vehicle1008), and/or an overhead catenary that supplies power to the railvehicle 1008. Alternatively, the power supply conductors 1012 may notinclude the conductors that supply power to the rail vehicles 1008.

The router transceiver units 1004 are communicatively coupled with theelectronic components 1002 to communicate network data to and/or fromthe electronic components 1002. Network data can include packetizeddata, such as data that is arranged into a sequence of packets havingheaders with an address of the intended recipient of the packets,locations of the packets relative to each other (e.g., for forming thepackets back into the original message), and the like. The routertransceiver units 1004 can communicate the network data between theelectronic components 1002. For example, the router transceiver units1004 can communicate statuses of various wayside devices 1006 coupledwith the electronic components 1002 to the router transceiver units 1004coupled with other wayside devices 1006 and electronic components 1002.The statuses may indicate a position of a switch, crossing gate, light,and the like. Alternatively, the router transceiver units 1004 cancommunicate diagnostic information and/or alarm information from oneelectronic component 1002 to another electronic component 1002.

The router transceiver units 1004 are communicatively coupled with thepower supply conductors 1012 and communicate the network data throughthe power supply conductors 1012. In one embodiment, the routertransceiver units 1004 are coupled with pre-existing power supplyconductors 1012 that already are conductively coupled with theelectronic components 1002 and/or the wayside devices 1006. For example,the router transceiver units 1004 may be retrofitted to the electroniccomponents 1002 and/or the wayside devices 1006 by coupling the routertransceiver units 1004 to the power supply conductors 1012 and theelectronic components 1002 and/or wayside devices 1006. Retrofitting therouter transceiver units 1004 to existing power supply conductors 1012can add the functionality of communicating network data with theelectronic components 1004 and/or wayside devices 1006 without addingmore conductive pathways (e.g., wires, cables, and the like) between theelectronic components 1004 and/or wayside devices 1006.

The router transceiver units 1004 communicate network data with a remotelocation. A remote location can include the router transceiver unit 1004of another electronic component 1002 and/or wayside device 1006. By“remote,” it is meant that a transmitter of the network data (e.g., afirst network transceiver unit 1004) and a receiver of the network data(e.g., a second network transceiver unit 1004 or other electronicdevice) are at physically separate locations that are not near orimmediately close to each other. The remote location can be disposedseveral feet or meters apart from the router transceiver unit 1004,several miles or kilometers apart, or a greater distance apart.

In the illustrated embodiment, the router transceiver units 1004 areconductively coupled with a node 1020 by the power supply conductors1012. The node 1020 can represent one or more computing devices (e.g.,one or more computers, processors, servers, and the like) thatcommunicate network data with the router transceiver units 1004 via thepower supply conductors 1012. The node 1020 may be a common node toseveral of the router transceiver units 1004, such as a central node ina computer network 1022 formed by the router transceiver units 1004, theelectronic components 1002, and the power supply conductors 1012.Alternatively, the node 1020 may be a common node to several routertransceiver units 1004 in a distributed or non-centralized computernetwork. The network formed by the router transceiver units 1004, theelectronic components 1002, and the power supply conductors 1012 may bean Ethernet network, such as a Local Area Network (LAN). The node 1020may be located at a central dispatch office of a railroad or at acontrol tower of a rail yard. Alternatively, the node 1020 may be atanother location. The node 1020 may receive the diagnostic informationand/or the alarm information received from the router transceiver units1004 to monitor diagnostics and/or alarms related to conditions of therail vehicle 1008 and/or route 1010.

In one embodiment, the router transceiver units 1004 are communicativelycoupled with each other in the network 1022 by the power supplyconductors 1012. The router transceiver units 1004 may communicatenetwork data between each other through the power supply conductors1012. For example, the router transceiver units 1004 may communicatestatus information, diagnostic information, alarm information, conditioninformation of wayside devices 1006, and/or other information related tothe wayside devices 1006 with other router transceiver units 1004. Therouter transceiver units 1004 may receive the information related to thewayside devices 1006 to coordinate actions, conditions, or states of thewayside devices 1006. For example, with respect to several waysidedevices 1006 that illuminate different colors (e.g., red, yellow, andgreen) to notify operators of the rail vehicle 1008 to change movementof the rail vehicle 1008, the router transceiver units 1004 of thewayside devices 1006 can communicate the current status (e.g.,illuminated color) of the corresponding wayside devices 1006 among therouter transceiver units 1004 through the network 1022 to ensure thatthe correct wayside devices 1006 are displaying the correct status orcolor.

Other information may be communicated between the wayside devices 1006through the power supply conductors 1012. For example, a first waysidedevice 1006 may detect occupancy of a section of track by a rail vehicle1008 using an electronic track circuit that is shunted when train wheelaxles short a signal placed across the rails of the track. The occupancyof the section of the track may be communicated from the first waysidedevice 1006 to one or more other wayside devices 1006 by the routertransceiver units 1004 and through the power supply conductors 1012. Inanother example, a selection of a route taken by the rail vehicle 1008at a switch may be detected by a first wayside device 1006 andcommunicated to one or more other wayside devices 1006 by the routertransceiver units 1004 and through the power supply conductors 1012.Another example may include a failure condition of a wayside device 1006(e.g., a light out condition at a rail signal device). The waysidedevice 1006 in the failure condition may communicate the failurecondition to other wayside devices 1006 using the router transceiverunits 1004 and through the power supply conductors 1012. The waysidedevices 1006 that receive the failure condition may change their ownstatus in response thereto (e.g., change their light color in responseto the light of a previous wayside device 1006 being out).

FIG. 29 is a schematic diagram of one embodiment of a node 600 that iscoupled with a plurality of the router transceiver units 1004 and thewayside devices 1006 by a power supply conductor 1012. The node 600 mayrepresent the node 1020 shown in FIG. 27. The router transceiver units1004 and the wayside devices 1006 may be remote from the node 600. Forexample, the router transceiver units 1004 and the wayside devices 1006may be several miles (e.g., 5, 10, 20, or 50 miles or more) apart fromthe node 600.

The node 600 may include a router transceiver unit 602 that communicatesthe network data with the router transceiver units 1004. The routertransceiver unit 602 may be similar to one or more of the routertransceiver units 1004. For example, the router transceiver unit 602 canreceive and/or transmit network data with the router transceiver units1004 of the wayside devices 1006 through the power supply conductor1012. The node 600 can include a physical structure or building 604 usedby one or more human persons, such as a dispatch or other office, asignaling bungalow or shack, or other structure. The node 600 mayinclude a computing device 606, such as a computer, server, or otherdevice capable of interacting with human persons to receive input and/orprovide output to the persons. The computing device 606 can be disposedwithin the building 604 and may include one or more processors and/orcomputer readable storage media, such as a computer hard drive, thatoperate on the network data received by the router transceiver unit 602and/or generate network data for transmission by the router transceiverunit 602. The computing device 606 may be used by persons to monitor thestatuses, measurements obtained by, and other information relevant tothe wayside devices 1006 and communicated to the node 600 as networkdata by the router transceiver units 1004. Although not shown in FIG.29, the router transceiver units 1004 can be coupled with electroniccomponents 1002 (shown in FIG. 27) of the wayside devices 1006, asdescribed above.

FIG. 30 is a schematic diagram of another embodiment of a node 700 thatis coupled with a plurality of the router transceiver units 1004 and thewayside devices 1006 by a power supply conductor 1012. The node 700 mayrepresent the node 1020 shown in FIG. 27. The router transceiver units1004 and the wayside devices 1006 may be remote from the node 700. Forexample, the router transceiver units 1004 and the wayside devices 1006may be several miles (e.g., 5, 10, 20, or 50 miles or more) apart fromthe node 700.

The node 700 may include a router transceiver unit 702 that may besimilar to the router transceiver unit 602 (shown in FIG. 29) of thenode 600 (shown in FIG. 29). For example, the router transceiver unit702 may communicate network data with the router transceiver units 1004through the power supply conductor 1012. Although not shown in FIG. 30,the router transceiver units 1004 can be coupled with electroniccomponents 1002 (shown in FIG. 27) of the wayside devices 1006, asdescribed above.

The node 700 can include a physical structure or building 704 that issimilar to the building 604 (shown in FIG. 29) of the node 600 (shown inFIG. 29). For example, the building 704 may be used by one or more humanpersons to monitor the statuses, measurements obtained by, and otherinformation relevant to the wayside devices 1006 and communicated to thenode 700 as network data by the router transceiver units 1004. Althoughnot shown in FIG. 30, the node 700 can include a computing device, suchas the computing device 606 shown in FIG. 29, to allow the persons tointeract with and/or monitor the network data transmitted to and/orreceived from the router transceiver units 1004.

In the illustrated embodiment, the building 704 represents a remoteoffice. For example, the building 704 may represent one or morestructures that are disposed at least several miles away from the routertransceiver unit 702 and/or the power supply conductor 1012. The routertransceiver unit 702 can communicate with the building 704 via a networkconnection 706. The network connection 706 can represent one or morecomputing devices, communication lines, and the like, that arecommunicatively coupled with one another in a network or a portion of anetwork. For example, the network connection 706 may represent one ormore Ethernet lines (e.g., conductive pathways used to communicatenetwork data), routers, modems, computers, servers, and/or other devicesthat are coupled together in a packet-switched network, such as theInternet, an internet, a Wide Area Network (WAN), a Local Area Network(LAN), and the like. The router transceiver unit 702 communicates thenetwork data with the building 704 through the network connection 706such that the router transceiver unit 702 does not need to be directlycoupled with and/or located close to the building 704. In oneembodiment, the network connection 706 can include one or more wirelessconnections through which the network data is communicated.

In one embodiment, the router transceiver unit 702 receives electricalsignals (e.g., first signals) from a plurality of the wayside devices1006 (e.g., as transmitted by the router transceiver units 1004) throughthe power supply conductor 1012. The electrical signals may betransmitted and received over the power supply conductor 1012 asmodulated network data. The router transceiver unit 702 may demodulatethe received electrical signals into demodulated electrical signals(e.g., second signals) that include the network data. The routertransceiver unit 702 may convert the demodulated electrical signals intoanother type of electrical signals (e.g., third signals) that areformatted to be transmitted to the building 704 through the networkconnection 706.

FIG. 31 is a schematic diagram of another embodiment of a node 800 thatis coupled with a plurality of the router transceiver units 1004 and thewayside devices 1006 by plural power supply conductors 1012. The node800 may represent the node 1020 shown in FIG. 27. The router transceiverunits 1004 and the wayside devices 1006 may be remote from the node 800.For example, the router transceiver units 1004 and the wayside devices1006 may be several miles (e.g., 5, 10, 20, or 50 miles or more) apartfrom the node 800.

As shown in FIG. 31, plural power supply conductors 1012 conductivelycouple the node 800 with the router transceiver units 1004. The powersupply conductors 1012 may be separate and distinct from each other suchthat electric current and/or network data that is conveyed through afirst power supply conductor 1012 is not conveyed through a different,second power supply conductor 1012. The power supply conductors 1012 maybe part of a commercial power grid, such as the power grid 1014 shown inFIG. 27. For example, the power supply conductors 1012 may extend from apower sub-station 802 of the power grid 1014 to the router transceiverunits 1004 and the wayside devices 1006. The power sub-station 802 cansupply electric current to the router transceiver units 1004 and/or thewayside devices 1006 to power the router transceiver units 1004 and/orthe wayside devices 1006. The node 800 also is coupled with the powersupply conductors 1012 to communicate network data with the routertransceiver units 1004 through the same power supply conductors 1012.Although not shown in FIG. 31, the router transceiver units 1004 can becoupled with electronic components 1002 (shown in FIG. 27) of thewayside devices 1006, as described above.

The node 800 may be similar to the node 600 and/or the node 700 shown inFIGS. 31 and 32. For example, the node 800 may include a routertransceiver unit 804 that is similar to the router transceiver unit 602and/or 702 (shown in FIGS. 31 and 32). The node 800 can include astructure or building 806, such as the building 604 and/or the building704 (shown in FIGS. 31 and 32). In one embodiment, the node 800 caninclude a network connection that is similar to the network connection706 (shown in FIG. 30) between the router transceiver unit 802 and thebuilding 804.

In one embodiment, the router transceiver unit 802 receives a pluralityof electrical signals (e.g., first signals) from a plurality of thewayside devices 1006 (e.g., as transmitted by the router transceiverunits 1004) through different power supply conductors 1012. For example,the router transceiver unit 802 may receive at least one of the firstsignals over a first power supply conductor 1012 and at least adifferent one of the first signals over a different, second power supplyconductor 1012.

The router transceiver unit 802 may demodulate the received electricalsignals into demodulated electrical signals (e.g., second signals) thatinclude the network data. The router transceiver unit 802 may convertthe demodulated electrical signals into another type of electricalsignals (e.g., third signals) that are formatted to be transmitted tothe building 804 through the network connection 806.

FIG. 32 is a schematic diagram of another embodiment of a routertransceiver unit 900. The router transceiver unit 900 may be similar tothe router transceiver unit 1004 shown in FIG. 27. For example, therouter transceiver unit 900 may be coupled with the power supplyconductor 1012, the electronic component 1002, and/or the wayside device1006 to transmit network data from the electronic component 1002 and/orthe wayside device 1006 through the power supply conductor 1012 and/orreceive network data through the power supply conductor 1012.

In the illustrated embodiment, the router transceiver unit 900 mayinclude an adapter 902 and a communication unit 904 operably coupledwith each other to permit communication of data between the adapter 902and the communication unit 904. The adapter 902 is operably coupled withthe electronic component 1002 of a wayside device 1006. The electroniccomponent 1002 may generate data related to the wayside device 1006. Forexample, the electronic component 1002 may create data that representsor may include measurements obtained from a sensor, diagnosticinformation of the wayside device 1006, alarm information of the waysidedevice 1006, a status of the wayside device 1006 (e.g., a current stateof a rail signal device), or a condition of the wayside device 1006(e.g., in need of repair or maintenance, functioning without need forrepair or maintenance, and the like). The data may be non-network data,such as analog data, or a non-digital signal. For example, theelectronic component 1002 may be a non-network enabled device thattransmits data other than network data (e.g., other than packetizeddata) to the adapter 902.

The electronic component 1002 communicates the data as electric signalsto the adapter 902. Alternatively, the electronic component 1002 may benetwork enabled such that the electronic component 1002 transmits thedata as network data (e.g., packet data) over an Ethernet line orconnection between the electronic component 1002 and the adapter 902.

The communication unit 904 is conductively coupled to the power supplyconductor 1012 that supplies electric current to the wayside device 1006and/or another electronic apparatus other than the electronic component1002 to power the electronic component 1002 and/or electronic apparatus.The power supply conductor 1012 may supply the electric current from aremote source, such as a source that is disposed outside of the routertransceiver unit 900, the electronic component 1002, and/or the waysidedevice 1006. In one embodiment, the power supply conductor 1012 supplieselectric current from a power sub-station or a power grid that isdisposed several miles (e.g., 5, 10, 15, 20, 25, or 50 miles or farther)away from the router transceiver unit 900.

The communication unit 904 receives the non-network data as the electricsignals from the adapter 902 and converts the non-network data intonetwork data (e.g., “converted network data”). For example, thecommunication unit 904 may convert analog electric signals received fromthe adapter 902 to modulated network data. The communication unit 904communicates the modulated network data over the power supply conductor1012 to another location, such as another router transceiver unit 900coupled with another wayside device 1006, a node 1020 (shown in FIG.27), and/or another location. In one embodiment, the communication unit904 communicates the converted network data to a remote location, suchas a location that is at least several miles away.

FIG. 33 is a schematic diagram of another embodiment of a routertransceiver unit 410. The router transceiver unit 410 may be similar tothe router transceiver unit 1004 shown in FIG. 27. For example, therouter transceiver unit 410 may be coupled with the power supplyconductor 1012, the electronic component 1002, and/or the wayside device1006 to transmit network data from the wayside device 1006 and/or fromthe electronic component 1002 through the power supply conductor 1012and/or receive network data through the power supply conductor 1012.

The router transceiver unit 410 may include an adapter 412 and acommunication unit 414 operably coupled with each other. The adapter 412is operably coupled with the electronic component 1002 of the waysidedevice 1006. The adapter 412 receives data as electrical signals fromthe electronic component 1002. In the illustrated embodiment, theadapter 412 may include a network adapter 416 that receives network datafrom the electronic component 1002.

The communication unit 414 is conductively coupled to the power supplyconductor 1012 that supplies electric current to the wayside device 1006to power the electronic component 1002 and/or another electronicapparatus other than the electronic component 1002. The power supplyconductor 1012 may supply the current from a remote source, such as asource that is located several miles away. The communication unit 414converts the network data received from the electronic component 1002via the network adapter 416 of the adapter 412 to modulated networkdata. The communication unit 414 transmits the modulated network dataover the power supply conductor 1012 to another location, such asanother wayside device 1006 and/or another remote location.

In one embodiment, the communication unit 414 may include a signalmodulator module 418 operably coupled with the network adapter 416 ofthe adapter 412. The signal modulator module 418 receives the networkdata from the network adapter 416 and converts the network data (e.g.,such as by modulating the network data) to converted network data (e.g.,such as modulated network data) for transmission over the power supplyconductor 1012.

FIG. 34 is a schematic diagram of another embodiment of a routertransceiver unit 1100. The router transceiver unit 1100 may be similarto the router transceiver unit 1004 shown in FIG. 27. For example, therouter transceiver unit 1100 may be coupled with the power supplyconductor 1012, the electronic component 1002, and/or the wayside device1006 to transmit network data from the wayside device 1006 and/or theelectronic component 1002 through the power supply conductor 1012 and/orreceive network data through the power supply conductor 1012.

The router transceiver unit 1100 may include an adapter 1102 and acommunication unit 1104 operably coupled with each other. The adapter1102 is operably coupled with the electronic component 1002 of thewayside device 1006. The adapter 1102 receives data as electricalsignals from the electronic component 1002. The adapter 1102 may includean electrical interface component 1106 (“Connector or Receiver”) thatinterfaces with the electronic component 1002. The interface component1106 may include an electrical connector that mechanically couples withthe electronic component 1002 to receive electrical signals that includedata (e.g., analog data and/or network data) obtained or generated bythe electronic component 1002. Alternatively or additionally, theinterface component 1106 may include a wireless transceiver thatwirelessly communicates with the electronic component. For example, theinterface component may receive data from the electronic component 1002via a wireless communication link.

In one embodiment, the interface component 1106 may include one or moreelectronic receiver elements that perform signal processing of theelectric signals received from the electronic component 1002. Forexample, the interface component 1106 may include one or more devicessuch as buffers, level shifters, demodulators, amplifiers, filters, andthe like, that are used to process electrical signals received from theelectronic component 1002 and that include the data from the electroniccomponent 1002.

The communication unit 1104 is conductively coupled to the power supplyconductor 1012 that supplies electric current to the electroniccomponent 1002 and/or the wayside device 1006 to power the electroniccomponent 1002, the wayside device 1006, and/or an electronic apparatusother than the electronic component 1002. As described above, the powersupply conductor 1012 may supply electric current from a remote source,such as a source that is located several miles away.

The communication unit 1104 may convert the data received from theelectronic component 1002 via the adapter 1102 to modulated network dataand to transmit the modulated network data over the power supplyconductor 1012. The communication unit 1104 may transmit the modulatednetwork data to a remote location, such as another router transceiverunit 1100 and/or node 1020 (shown in FIG. 27) disposed several milesaway.

In the illustrated embodiment, the communication unit 1104 may include aconversion module 1108 and a signal modulator module 1110. Theconversion module 1108 is operably coupled to the adapter 1102 toreceive the data from the electronic component 1002 via the adapter1102. The conversion module 1108 converts the received data to networkdata. For example, the conversion module 1108 may receive non-networkdata (e.g., analog data) from the adapter 1102 and reformat the datainto packet form, including headers, footers, and/or data conversionfrom an analog format to a digital format, to form the network data.

The signal modulator module 1110 receives the network data from theconversion module 1108 and may convert the network data, such as bymodulating the network data, into modulated network data fortransmission over the power supply conductor 1012. The communicationunit 1104 may then transmit the modulated network data through the powersupply conductor 1012.

FIG. 28 is a flowchart of a method 500 for communicating network data.The method 500 may be used in conjunction with one or more embodimentsof the communication system 1000 shown in FIG. 27. For example, themethod 500 may be used to communicate network data with and/or betweenthe router transceiver units 1004 (shown in FIG. 27) coupled with theelectronic components 1002 (shown in FIG. 27) of the wayside devices1006 (shown in FIG. 27) through the power supply conductors 1012 (shownin FIG. 27).

At 502, a router transceiver unit is communicatively coupled with anelectronic component of a wayside device. As described above, the routertransceiver unit 1004 (shown in FIG. 27) can be coupled with theelectronic component 1002 (shown in FIG. 27) using one or more wiredand/or wireless communication links.

At 504, the router transceiver unit is conductively coupled with a powersupply conductor. For example, the router transceiver unit 1004 (shownin FIG. 27) may be conductively coupled with the power supply conductor1012 (shown in FIG. 27) that also supplies electric current to theelectronic component 1002 (shown in FIG. 27) and/or one or more otherelectronic apparatuses 1016, 1018 (shown in FIG. 27).

The method 500 may include two legs that include a transmission leg 506and a receiving leg 508. One or more of the operations described inconnection with each of the legs may be performed at different timeperiods, concurrently, or simultaneously. With respect to thetransmission leg 506, at 510, diagnostic information and/or alarminformation is obtained from the electronic component to which therouter transceiver unit is coupled. For example, the electroniccomponent 1002 (shown in FIG. 27) may obtain diagnostic and/or alarminformation related to the rail vehicle 1008 (shown in FIG. 27) and/orthe route 1010 (shown in FIG. 27). This diagnostic and/or alarminformation is communicated to the router transceiver unit 1004 (shownin FIG. 27).

At 512, the router transceiver unit transmits the diagnostic informationand/or alarm information through one or more of the power supplyconductors as network data. For example, the router transceiver unit1004 (shown in FIG. 27) may communicate network data that may includediagnostic information, alarm information, or another type ofinformation to a remote location, such as the node 1020 (shown in FIG.27) and/or another router transceiver unit 1004.

With respect to the receiving leg 508, at 514, the router transceiverunit receives network data through the power supply conductor. Forexample, the router transceiver unit 1004 (shown in FIG. 27) may receivecontrol information used to control the rail vehicle 1008 (show in FIG.27), status information, diagnostic information, alarm information, oranother type of information. The router transceiver unit 1004 mayreceive the information as network data that is communicated in packetsthrough one or more of the power supply conductors 1012 (shown in FIG.27).

At 516, the router transceiver unit conveys the information of thereceived network data to the electronic component coupled with therouter transceiver unit. For example, the router transceiver unit 1004(shown in FIG. 27) may convey control information that directs theelectronic component 1002 (shown in FIG. 27) to change a color of alight that is illuminated at the wayside device 1006 (shown in FIG. 27),to change a position of a switch of the wayside device 1006, or tootherwise change a condition of the electronic component 1002 and/or thewayside device 1006.

An embodiment relates to a method for transmitting network data from afirst vehicle to a second vehicle that is communicatively coupled to thefirst vehicle to transmit non-network, control information via a cablebus. The method comprises modulating network data into a form suitablefor transmission over the cable bus, and transmitting the modulatednetwork data from a first electronic component in the first vehicle to asecond electronic component in the second vehicle over the cable bus.The network data is network data that is IP-formatted, and the networkdata comprises data packets with a network address associated with thesecond electronic component. The method further comprises receiving thenetwork data from the first electronic component in the first vehicle atthe second electronic component in the second vehicle.

In another embodiment of the method, modulating the network datacomprises filtering high frequency interference.

In another embodiment, the method further comprises generating a videodata stream at the second vehicle, and the step of transmitting themodulated network data comprises transmitting the video data stream fromthe second electronic component to the first electronic component.

In another embodiment of the method, the second vehicle is one of aplurality of vehicles communicatively coupled to the first vehicle totransmit the non-network, control information via the cable bus. Theplurality of vehicles has a respective electronic component. The methodfurther comprises modulating network data into a form suitable fortransmission over the cable bus at the respective electronic component,and transmitting the modulated network data from respective electroniccomponent to the first electronic component.

In another embodiment, the method further comprises assigning a networkaddress to each respective electronic component of the plurality ofvehicles and transmitting network data to and from at least onerespective electronic component using the respective IP address for theat least one respective electronic component.

In another embodiment of the method, the plurality of vehicles form atrain with the first and second vehicles being locomotives in consist,and the non-network control information comprises train controlinformation that is transmitted over the cable bus according to adesignated voltage carrier signal. The method further comprisestransmitting modulated network data orthogonally to the non-networkcontrol information transferred between the first and second vehiclesover the cable bus.

In an embodiment, a router transceiver unit comprises a network adapterand a signal modulator module electrically connected to the networkadapter module. The network adapter module is configured for electricalconnection to a network interface unit, and is configured to receivehigh bandwidth network data from the network interface unit. The signalmodulator module is electrically connected to the network adapter moduleand comprises a physical layer and a data link layer. The signalmodulator module comprises an electrical output and internal circuitry.The electrical output is configured for electrical connection to atrainline. The internal circuitry is configured to receive the highbandwidth network data from the network adapter module, to convert thehigh bandwidth network data into modulated network data in a formsuitable for transmission over the trainline, and to transmit themodulated network data, comprising the high bandwidth network data, overthe trainline. The data link layer comprises an application protocolconvergence layer, a logical link control layer, and a medium accesscontrol layer. The application protocol convergence layer is configuredto accept network frames of the high bandwidth network data from thenetwork adapter module and to encapsulate the network frames into mediumaccess control service data units. The logical link control layer isconfigured to receive the medium access control service data units fromthe application protocol convergence layer for at least one ofencryption, aggregation, segmentation, or automatic repeat-request. Themedium access control layer is configured to schedule channel access.The physical layer comprises a physical coding layer, a physical mediumattachment layer, and a physical medium dependent layer. The physicalcoding layer is configured to generate physical layer headers. Thephysical medium attachment layer is configured for scrambling andforward error correction coding. The physical medium dependent layer isconfigured for interfacing with the trainline and for the conversion ofthe high bandwidth network data into the modulated network data.

In another embodiment of the router transceiver unit, the signalmodulator module comprises a digital subscriber line access multiplexer(DSLAM).

In another embodiment of the router transceiver unit, the physicalmedium dependent layer is configured for the conversion of the highbandwidth network data into the modulated network data using orthogonalfrequency-division multiplexing (OFDM) modulation.

In an embodiment, a router transceiver unit comprises a main bus forcommunicatively coupling two or more vehicles to transfer non-networkcontrol information, a network interface portion, and a digitalsubscriber line (DSL) module. The network interface portion iscommunicatively coupled to the main bus and includes a transceivercircuit and a network port portion electrically connected to thetransceiver circuit. The network port portion includes a transformer anda receptacle or other electrical connection for receiving network dataover a network cable. The DSL module includes a DSL controller and a DSLanalog front end unit, and the DSL controller is configured to convertand/or process the network data for modulation and de-modulation intomodulated network data. The DSL analog front end unit is electricallyconnected to the DSL controller and is configured to transceive themodulated network data over the main bus.

In another embodiment of the router transceiver unit, the routertransceiver unit further comprises a DSL port unit electricallyconnected to the DSL analog front end unit, and the DSL port unitcomprises transformer circuitry and a connection mechanism forphysically and electrically connecting the DSL module to the main bus.

In another embodiment of the router transceiver unit, the networkinterface portion comprises an adapter that is configured tocommunicatively couple with an electronic component of a stationarywayside device positioned outside of the vehicle and disposed along aroute of a vehicle. The adapter is operable to send and receive firstdata with the electronic component positioned outside of the vehicle.

In another embodiment of the router transceiver unit, the DSL module isconfigured to filter high frequency interference for the network data.

In another embodiment of the router transceiver unit, the routertransceiver unit further comprises a data stream generating devicedisposed at a second vehicle of the two or more vehicles. The datastream generating device is configured to transmit the data stream tothe network interface portion via the main bus.

In another embodiment of the router transceiver unit, the second vehicleof the two or more vehicles is not adjacent to a first vehicle.

In another embodiment of the router transceiver unit, each of the two ormore vehicles has a network interface portion. Each network interfaceportion is configured to assign or to be assigned a network address fortransmitting network data to and from at least one respective networkinterface portion in one of the two or more vehicles using therespective IP address to at least one respective network interfaceportion in another of the two or more vehicles.

In another embodiment of the router transceiver unit, the two or morevehicles are locomotives in consist that form at least a portion of atrain and the non-network control information comprises train controlinformation that is transmitted over the main bus according to adesignated voltage carrier signal; and the router transceiver unit isfurther configured to modulate the network data orthogonally to thenon-network control information transferred between the two or morevehicles over the main bus.

In another embodiment of the router transceiver unit, the data stream iscompressed video data and the data stream generating device is a videocamera.

In another embodiment of the router transceiver unit, the networkinterface portion comprises an adapter that is configured tocommunicatively couple with an electronic component of a stationarywayside device positioned outside of the vehicle and disposed along aroute of a vehicle. The adapter is operable to send and receive the datastream with the electronic component positioned outside of the vehicle.

In another embodiment of the router transceiver unit, the data stream isat least partially redundant with the non-network control information.In the event of loss of signal for the non-network control informationthe router transceiver unit is configured to provide control informationas IP-configured modulated data from at least one of the two or morevehicles to another of the two or more vehicles.

In an embodiment, a communication system for communicating datacomprises a first router transceiver unit positioned in a first vehicle,a second router transceiver unit positioned in a second vehicle, and athird router transceiver unit positioned in a third vehicle. Each of thefirst, second, and third router transceiver units is coupled to a cablebus, with each of the first, second, and third router transceiver unitshaving a respective IP address. The first, second, and third routertransceiver units are configured to transmit and/or receive network dataover the cable bus. The first router transceiver unit is configured totransmit the network data to an IP address of another of one or both ofthe second and third router transceiver units.

This written description uses examples to disclose several embodimentsof the invention, including the best mode, and also to enable any personskilled in the art to practice the embodiments of invention, includingmaking and using any devices or systems and performing any incorporatedmethods. The patentable scope of the invention is defined by the claims,and may include other examples that occur to one of ordinary skill inthe art. Such other examples are intended to be within the scope of theclaims if they have structural elements that do not differ from theliteral language of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal language of theclaims.

What is claimed is:
 1. A router transceiver unit, comprising: a networkadapter module configured for electrical connection to a networkinterface unit, wherein the network adapter module is configured toreceive high bandwidth network data from the network interface unit; anda signal modulator module electrically connected to the network adaptermodule and comprising a physical layer and a data link layer, the signalmodulator module comprising an electrical output and internal circuitry,wherein the electrical output is configured for electrical connection toa trainline, and wherein the internal circuitry is configured to receivethe high bandwidth network data from the network adapter module, toconvert the high bandwidth network data into modulated network data in aform suitable for transmission over the trainline, and to transmit themodulated network data, comprising the high bandwidth network data, overthe trainline; the data link layer comprises an application protocolconvergence layer, a logical link control layer, and a medium accesscontrol layer, wherein the application protocol convergence layer isconfigured to accept network frames of the high bandwidth network datafrom the network adapter module and to encapsulate the network framesinto medium access control service data units, the logical link controllayer is configured to receive the medium access control service dataunits from the application protocol convergence layer for at least oneof encryption, aggregation, segmentation, or automatic repeat-request,and the medium access control layer is configured to schedule channelaccess; and the physical layer comprises a physical coding layer, aphysical medium attachment layer, and a physical medium dependent layer,wherein the physical coding layer is configured to generate physicallayer headers, the physical medium attachment layer is configured forscrambling and forward error correction coding, and the physical mediumdependent layer is configured for interfacing with the trainline and forthe conversion of the high bandwidth network data into the modulatednetwork data.
 2. The router transceiver unit of claim 1, wherein thesignal modulator module comprises a digital subscriber line accessmultiplexer (DSLAM).
 3. The router transceiver unit of claim 1, whereinthe physical medium dependent layer is configured for the conversion ofthe high bandwidth network data into the modulated network data usingorthogonal frequency-division multiplexing (OFDM) modulation.
 4. Therouter transceiver unit of claim 1, wherein the signal modulator moduleis configured to transmit the modulated network data as internetprotocol (IP) formatted data having one or more data packets with one ormore network addresses.
 5. The router transceiver unit of claim 1,wherein the signal modulator module is configured to filter highfrequency interference from the high bandwidth network data.
 6. Therouter transceiver unit of claim 1, wherein the signal modulator isconfigured to transmit the modulated network data as a video datastream.